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*V. 


REPORT 


Select  Committee  on  Transportation-Routes 


TO 


THE    SEABOARD 


APPENDIX. 


FORTY-THIRD   CONGRESS,   FIRST   SESSION. 


WASHINGTON: 

GOVERNMENT   PRINTING   OFFICE. 
1881. 


/0  {      L^    CONTENTS. 


Page. 

1.  INTRODUCTORY 7 

2.  PRODUCTION;     HOME   CONSUMPTION  AND  FOREIGN   EXPORTA- 

TION;    FREIGHTS   AND    PRICES;     THE    COURSE   OF   TRADE; 

FOREIGN    MARKETS 11 

o 

A.  PRODUCTION  OF   CEREALS   IN"   THE    UNITED    STATES 11 

B.  Home  consumption  and  foreign  exportation 13 

z.         C.  Freights  and  pricks 14 

D.  The  course  of  trade 23 

a.  The  general  movement  of  grain  from  the  I  Vest  to  the  seaboard 23 

b.  The  eastward  movement  of  grain  by  the  various  lines  of  transport 28 

**  c.  The  interior  distribution  of  grain  between    the  western  borders  of  tin1 

Atlantic  States  and  the  seaboard 31 

d.  The  shipment  of  grain  from  the  Western  States  to  Montreal  and  to  New 

York 33 

e.  The  movement  of  grain  from  the  Western  stales  to  the  Gulj  stales 42 

/.  The  exportation  of  grain  from  ports  of  the   United   States  to  foreign 

conn  tries 45 

E.  Foreign  markets 46 

3.  ACTUAL  COMPETITION  BETWEEN  WATER  AND  RAIL  TRANSPORT.  51 

A.  Competition  between  the  lakes  and  railways 51 

B.  Competition  between  the  Erie  Canal  and  parallel  railways..  50 

C.  Relative  cost  of  transport  by  water  and  by  rail  in  various 

PARTS   OF   THE    COUNTRY   AND    UNDER  DIFFERENT   CONDITIONS    OF 
WATER-CARRIAGE 05    r 

4.  DEFECTS  AND  ABUSES  OF  EXISTING  SYSTEMS  OF  TRANSPORTA- 

TION    71 

5.  THE    CONSTITUTIONAL   POWER    OF    CONGRESS    TO    REGULATE 

COMMERCE  AMONG  THE  SEVERAL  STATES 79 

A.  The  powers  of  the  National  Government  derived  directly 

FROM    THE   PEOPLE 81 

B.  The  nature  and  extent  of  the  powers  granted  by  the  people 

to  Congress 82 

C.  Rule  by  which  this  power  is  to  be  construed 84 

D.  Judicial  construction  of  the  words  ''Power  to  regulate  com- 

merce AMONG  THE  SEVERAL   STATES  " 86 

E.  Tnis  power  extends  to  land  as  well  as  to  water 88 

F.  "The  power  to  regulate"  includes  the  power  to  facilitate 

AS  WELL  AS  TO   DISBURDEN    COMMERCE 91 

G.  Acts  of  Congress  regulating  railways..-. 92 


5Uo 


4  CONTENTS. 

Page. 
H.  State  charters  do  not  interfere  with  the  exercise  of  this 

POWER 93 

J.  The  grant  of  auxiliary  powers  confers  upon  Congress  a  choice 

OF  MEANS,  AND  DOES  NOT  CONFINE   IT  TO  SUCH  MEANS  AS  ARE  IN- 
DISPENSABLY NECESSARY 95 

K.  The  degree  of  necessity  for  the  employment  of  any  particu- 
lar  MEANS    WILL    NOT   BE    INQUIRED    INTO    BY    THE    COURTS,    BUT 

MUST  BE  LEFT  TO  THE  DISCRETION  OF  CONGRESS 98 

L.  Power  to  appropriate  money  for  internal  improvements 99 

M.  Power  to  incorporate  a  company  for  the   purpose  of  con- 
structing A  RAILWAY  OR  CANAL 99 

N.  National  right  of  eminent  domain  within  a  State 101 

6.  COMPETITION  BETWEEN  RAILWAYS   AND   ITS    PROMOTION   BY 

THE  CONSTRUCTION  OF  ADDITIONAL  LINES 109 

A.  Competition  in  other  countries 109 

B.  Competition  in  the  United  States 115 

7.  DIRECT  REGULATION  BY  CONGRESS 122 

A.  Equal  mileage  rates 127 

B.  Rates  to  be  fixed  by  relation  to  cost  and  profit  on  capital.  ..  130 

C.  Immediate  reduction  of  rates  and  fares 131 

D.  Maxima  rates 131 

E.  Periodical  revision  of  rates  and  fares 133 

F.  Absolute  limitation  of  dividends 133 

G.  Division  of  profits  beyond  a  certain  limit  between  companies 

AND  THE  PUBLIC -~ 135 

H.  Interchange  of  traffic,  through-rates,  and  running  powers..  136 

J.  Publication  of  rates 137 

K.  Combinations  and  consolidations  with  competing  lines  to  be 

PROHIBITED 138 

L.  Railway  companies  to  be  required  to  receipt  for  quantity, 

AND  TO  ACCOUNT  FOR  THE  SAME  AT  ITS  DESTINATION 139 

8.  INDIRECT  REGULATION  AND  REDUCTION  OF  CHARGES  THROUGH 

THE   AGENCY    OF    ONE    OR   MORE    RAILWAY    LINES   TO    BE 

OWNED  OR  CONTROLLED  BY  THE  GOVERNMENT 140 

A.  A  MIXED  BUSINESS   INCREASES   COST   OF   TRANSPORT 141 

B.  Capacity  of  a  double-track  freight-railway 143 

a.  Economical  results  to  be  anticipated >■ 145 

b.  Expenses  and  earnings  compared 145 

c.  Advantages  and  disadvantages,  both  political  and  economic 151 

9.  THE  IMPROVEMENT  OF  NATURAL  AND  CONSTRUCTION  OF  ARTI- 

FICIAL WATER-WAYS 161 

A.  The  northern  lake  and  canal  route,  embracing  the  lakes  and 

the  New  York  and  Canadian  Canals 162 

a.  The  Welland  Canal  and  Saint  Lawrence  route 163 


CONTENTS. 


h.   The  proposed  Caughnawaga  and  Champlain  Ship-Canal  route 

c.  The  Oneida  Lake  rou te  from  Osivego  to  Troy 

d.  The  Erie  Cana  1  route 

e.  Comparative  advantages  of  the  Caughnawaga,  Oneida    Luke,  and    Erie 

Canal  routes 

B.  The  James  River  and  Kanawha  Canal  

C.  The  Atlantic  and  Great  Western  Canal 

D.  The  Mississippi  River  route 

a.  The  markets  to  which  grain  is  now  exported  from  Xew  Orleans,  and  the 

development  of  commerce  between  New  Orleans  and  the  tropical  coun- 
tries on  this  continent 

b.  Why  cereals  are  not  exported  in  larger  quantities  via  New  Orleans 

c.  Climatic  difficulties 

d.  The  obstructions  at  the  mouth  of  the  Mississippi  River  and  the  proposed 

improvement 

€.  Fort  Saint  Vh Hip  Canal 

f.  The  improvement  of  the  Mississippi  River  above  the  Falls  of  Saint  An- 

thony   

g.  Improvement  of  the  Mississippi  Hirer  between  Saint  Paul  and  Saint 

Louis 

h.  Improvement  of  the  Mississippi  River  between  Saint  Louis  and  Cairo, 
and  between  Cairo  and  Memph  is 

E.  Ohio  River 

F.  Kanawha  River  below  the  Great  Falls 

•G.  Wisconsin  and  Fox  Rivers  improvement 

H.  Rock  Island  and  Hennepin  Canal 

J.   Other  water-lines  reported  upon  by  the  committee 

a.  Improvement  of  the  Illinois  River 

b.  The  canals  of  Pennsylvania 

c.  The  Chesapeake  and  Ohio  Cana  I 

d.  Florida  Sh ip-Canal 

e.  Niagara  Ship-Canal 

/.  Improvement  of  the  natural  water-ways  of  the  Pacific  coast 

10.  SUMMARY  OF  CONCLUSIONS  AND  RECOMMENDATIONS  COVER- 
ING THE  FOLLOWING  POINTS : 

A.  Railway  companies  and  other  common  carriers  engaged  in 

INTERSTATE    COMMERCE   SHOULD    BE   REQUIRED  TO  PUBLISH   RATES 
AND  FARES 

B.  Prevention  of  combinations  and  consolidations  

C.  Railway  companies  should  be  required  to  receipt  for  quan- 

tity, and  account  for  the  same  at  its  destination 

D.  Railway  companies  should  be  prohibited  from  charging  more 

FOR  A  LESS   THAN  A  GREATER   DISTANCE 

E.  Stock  inflation , 

F.  Non-co-operative  freight-lines 


Page. 
165 
167 
169 


173 


17 
183 

187 


192 
197 
201 

203 
205 

208 

211 

212 
215 

221 
222 
229 
233 
234 
234 
234 
235 
236 
237 


240 
241 

241 

241 
241 
241 


CONTENTS. 

Page, 

G.  Establishment  of  a  bureau  of  commerce 24,L 

H.  Competition  rather  than  direct  congressional  regulation  as 

A   REMEDY 242 

J.  What  such  competition  must  embrace 242 

K.  Additional  railways  under  private  control  will  not  afford 

relief '242 

L.  National  or  State  ownership 242 

M.  Double-track  freight-railways 242 

N.  Water-routes  the   best  means  of  securing  cheap  transporta- 
tion   243 

O.  Canals  and  freight-railway  portages 243 

P.  System  of  improvements  unanimously  recommended,  and  cost 

OF   EACH   WORK 243 

a.  Mississippi  River 243 

o.  Northern  routes 244 

c.  Central  routes 244 

d.  Southern  routes 245 

Q.  National  character  of  the  work 246 

E.  Benefits  anticipated  from  each  route 247 

S.    COMBIXED   BENEFITS  OF  THE  PROPOSED   SYSTEM   OF   IMPROVEMENTS..  250 


TRANSPORTATION-ROUTES  TO  THE  SEABOARD. 


Mr.  Windom,  from  the  Select  Committee  on  Trail  sportation-Koutes  to 
the  Seaboard,  submitted  the  following 

REPORT: 

The  Select  Committee  appointed  "to  investigate  and  report  upon  the  subject 
of  transportation  between  the  interior  and  the  seaboard"  submit  the  fol- 
lowing report : 

On  the  16th  of  December,  1872,  the  Senate  of  the  United  States 
adopted  the  following  preamble  and  resolution : 

"Whereas  the  productions  of  our  country  have  increased  much  more 
rapidly  than  the  means  of  transportation,  and  the  growth  of  population 
and  products  will  in  the  near  future  demand  additional  facilities,  and 
cheaper  ones,  to  reach  tide- water ;  and 

"  Whereas  in  his  recent  message  the  President  of  the  United  States 
invites  the  attention  of  Congress  to  the  fact  that '  it  will  be  called  upon 
at  its  present  session  to  consider  various  enterprises  for  the  more  certain 
and  cheaper  transportation  of  the  constantly  increasing  Western  and 
Southern  products  to  the  Atlantic  seaboard,'  and  further  says  'the  sub- 
ject is  one  that  will  force  itself  upon  the  legislative  branch  of  the  Gov- 
ernment sooner  or  later,  and  I  suggest,  therefore,  that  immediate  steps 
be  taken  to  gain  all  available  information  to  insure  equitable  and  just 
legislation  5***1  would  therefore  suggest  either  a  committee  or 
a  commission  to  be  authorized  to  consider  this  whole  question,  and  to 
report  to  Congress  at  some  future  day,  for  its  better  guidance  in  legis- 
lating on  this  important  subject : '  Therefore, 

"Resolved,  That  a  committee  of  seven  be  appointed,  to  whom  shall  be 
referred  that  part  of  the  President's  message  relating  to  transportation- 
routes  to  the  seaboard.'1 

And  on  the  26th  day  of  March,  1872,  the  following  resolution  was 
passed  by  the  Senate. 

"Resolved,  That  the  Select  Committee  on  Transportation-Eoutes  to  the 
Seaboard  be  authorized  to  sit  at  such  places  as  they  may  designate  dur- 
ing the  recess,  and  to  investigate  and  report  upon  the  subject  of  trans- 
portation between  the  interior  and  the  seaboard ;  that  they  have  power 
to  employ  a  clerk  and  stenographer,  and  to  send  for  persons  and  papers; 
and  that  the  actual  and  necessary  expenses  attending  such  investiga- 
tion be  paid  out  of  the  contingent  fund  of  the  Senate  upon  vouchers 
approved  by  the  chairman  of  said  committee." 

On  the  same  day  two  members  were  added  to  the  committee. 

In  entering  upon  the  investigation  directed  by  the  above  resolutions, 
the  committee  were  impressed  with  the  important  and  difficult  nature 

(7) 


8  TRANSPORTATION    TO    THE    SEABOARD. 

of  the  duty  assigned  to  thein.  Though  they  have  assiduously  devoted 
themselves  to  its  discharge,  they  are  conscious  that  the  information 
herewith  submitted  is  by  no  means  as  complete  as  could  be  desired.  It 
is  perhaps  unnecessary  to  say  that  an  investigation  covering  a  field  so 
broad,  embracing  interests  so  vast  and  complex,  and  involving  an  ex- 
amination of  details  almost  infinite  in  number  and  variety,  required  more 
than  a  single  vacation  of  the  Senate ;  and  that  the  pressure  of  business 
during  the  session  has  afforded  but  little  opportunity  for  the  preparation 
of  a  report  commensurate  with  the  importance  of  the  questions  in- 
volved. 

The  absence  of  systematized  statistics,  with  regard  to  the  course  and 
magnitude  of  the  internal  commerce  of  the  country,  has  added  largely 
to  the  labors  of  your  committee.  Perhaps  the  most  extraordinary 
feature  of  our  governmental  policy  touching  the  vast  internal  trade  of 
the  nation  is  the  apparent  indifference  and  neglect  with  which  it  has 
been  treated.  While  detailed  information  has  been  obtaind  by  the  Gov- 
ernment, under  customs  and  revenue  laws,  in  relation  to  commerce  with 
foreign  countries,  no  means  have  been  provided  for  collecting  accurate 
statistics  concerning  the  vastly  more  important  interests  of  internal 
commerce.  No  officer  of  the  Government  has  ever  been  charged  with 
the  duty  of  collecting  information  on  this  subject,  and  the  legislator  who 
desires  to  inform  himself  concerning  the  nature,  extent,  value,  or  neces- 
sities of  our  immense  internal  trade,  or  of  its  relations  to  foreign  com- 
merce, must  patiently  grope  his  way  through  the  statistics  furnished  by 
boards  of  trade,  chambers  of  commerce,  and  transportation  companies. 
Even  the  census  reports,  which  purport  to  contain  an  inventory  of  the 
property  and  business  pursuits  of  the  people,  and  which  in  some  mat- 
ters descend  to  the  minutest  details,  are  silent  with  regard  to  the  bill- 
ions of  dollars  represented  by  railways  and  other  instruments  of  inter- 
nal transportation,  and  to  the  much  greater  values  of  commodities 
annually  moved  by  them. 

We  have  no  means  of  measuring  accurately  the  magnitude  of  this 
trade;  but  its  colossal  proportions  may  be  inferred  from  two  or  three 
known  facts.  The  value  of  commodities  moved  by  the  railroads  in  1872 
is  estimated  at  over  $10,000,000,000,  and  their  gross  receipts  reached 
the  enormous  sum  of  $473,241,055.  The  commerce  of  the  cities  of  the 
Ohio  River  alone  has  been  carefully  estimated  at  over  $1,000,000,000  per 
annum.  Some  conception  of  the  immense  trade  carried  on  upon  the 
northern  lakes  may  be  formed  from  the  fact,  that  during  the  entire  sea- 
son of  navigation,  in  1872,  an  average  of  one  vessel  every  nine  minutes, 
day  and  night,  passed  Fort  Gratiot  light-house,  near  Port  Huron.  The 
value  of  our  internal  commerce  is  many  times  greater  than  our  trade 
with  all  foreign  nations,  and  the  amount  annually  paid  for  transporta- 
tion is  more  than  double  the  entire  revenues  of  the  Government. 

Finding  that  whatever  information  was  to  be  obtained  on  this  subject 
must  be  sought  for  mainly  from  original  sources,  your  committee  have 


TRANSPORTATION    TO    THE    SEABOARD.  9 

addressed  themselves  to  the  inquiry  as  thoroughly  as  the  time  and 
means  at  their  command  would  permit. 

The  following  is  a  brief  resume  of  the  principal  subjects  which  have 
especially  commanded  the  attention  of  the  committee,  and  which,  with 
others,  are  embraced  in  this  report : 

First.  The  annual  average  price  of  wheat  and  corn  during  the  five 
years,  1SG8  to  1872,  inclusive,  at  Chicago  and  Milwaukee,  and  at  points 
west  of  these  cities ;  at  Buffalo,  Montreal,  New  York,  Saint  Louis,  New 
Orleans,  and  Liverpool. 

Second.  The  quantity  of  grain  received  and  shipped  from  all  the  lake- 
ports  ;  ports  on  the  Ohio  and  Mississippi  Rivers ;  and  ports  on  the 
Atlantic  and  Gulf  coasts. 

Third.  The  total  shipments  of  grain  to  the  States  on  the  Atlantic  sea- 
board; the  quantity  distributed  between  the  western  and  eastern  bor- 
ders of  these  States;  the  total  quantity  consumed  in  the  New  England 
States;  the  Atlantic  States  south  of  New  England;  and  the  total  quan- 
tity exported ;  also  the  quantity  of  grain  shipped  to  the  Gulf  States,  and 
the  quantity  exported  from  those  States;  the  quantity  exported  to 
Canada;  and  also  from  the  Pacific  coast  to  foreign  couutries. 

Fourth.  The  shipments  of  grain  from  the  West  by  the  lakes  and  Saint 
Lawrence  River;  by  the  lakes,  Erie  Canal,  and  Hudson  River;  by  the 
lakes  to  the  east  end  of  Lake  Erie ;  thence  by  rail  toward  the  seaboard ; 
and  by  the  "  all-rail "  lines  from  lake-ports  and  interior  points  in  the 
West,  to  the  East  and  to  the  South;  and  the  quantity  shipped  south- 
ward by  the  Mississippi  River. 

Fifth.  The  average  annual  freight-charges  from  point  to  point  are  pre- 
sented as  follows:  From  points  on  the  Mississippi  River  to  Chicago  and 
Milwaukee;  Chicago  to  Buffalo ;  Chicago  to  Montreal  by  lake  and  Saint 
Lawrence  River,  and  by  rail ;  Chicago  to  New  York  by  lake  and  canal, 
by  lake  and  rail,  and  by  all  rail ;  Saint  Louis  to  New  Orleans ;  New 
Orleans  to  Liverpool,  New  York  to  Liverpool,  and  Montreal  to  Liver- 
pool. These  averages  have  been  deduced  from  computations  based  upon 
the  quantity  shipped  and  the  average  rates  which  pre  vailed  each  month. 

Sixth.  Great  Britain  being  the  principal  grain-importing  country, 
very  full  information  in  regard  to  the  sources  of  her  supply,  the  quan- 
tity received  from  each  country  for  thirteen  years,  the  rates  of  freight 
from  each  country  to  England  for  a  period  of  ten  years,  and  the  average 
prices  in  the  English  markets  of  wheat  and  corn  imported  from  each 
country  during  a  period  of  thirteen  years.  This  information  has  been 
obtained  from  the  British  reports  on  trade  and  navigation,  and  from 
data  furnished  especially  for  the  committee  by  the  British  Board  of 
Trade  through  the  United  States  consuls  at  London  and  Liverpool. 

Seventh.  Some  general  facts  are  presented  in  regard  to  the  commerce 
of  the  Pacific  coast. 

One  of  the  most  important  branches  of  the  work  commanding  the 
attention  of  the  committee  has  been  that  of  the  improvement  and  con- 


10  TRANSPORTATION    TO    THE    SEABOARD. 

struction  of  water-lines  of  transport.  The  lines  which  the  committee 
have  personally  examined  and  most  carefully  investigated  are — 

First.  The  proposed  Caughnawaga  and  Lake  Champlain  route,  from 
the  river  Saint  Lawrence  to  New  York. 

Second.  The  Oswego  and  Oneida  Canal  route,  from  Oswego  to  New 
York. 

Third.  The  Erie  Canal  route,  from  Buffalo  to  New  York. 

Fourth.  The  James  Eiver  and  Kanawha  Canal,  or  central  water-line, 
from  Eichmond  to  the  Ohio  Eiver. 

Fifth.  The  Atlantic  and  Great  Western  Canal,  from  the  Tennessee 
Eiver  to  Savannah,  Ga. 

Sixth.  The  proposed  ship-canal  across  the  peninsula  of  Florida. 

Seventh.  The  improvement  of  the  Ohio  Eiver. 

Eighth.  The  improvement  of  the  Mississippi  above  the  Falls  of  Saint 
Anthony;  between  Saint  Paul  and  Saint  Louis;  and  between  Saint 
Louis  and  New  Orleans. 

Ninth.  The  Fort  Saint  Philip  Canal,  and  other  plans  for  improving 
the  mouth  of  the  Mississippi  Eiver. 

Tenth.  The  Wisconsin  and  Fox  Rivets  improvement. 

Eleventh.  The  Illinois  and  Hennepin  Canal. 

Twelfth.  The  Niagara  Ship-Canal. 

It  is  believed  that  the  information  contained  in  the  report  is  as  full 
and  accurate  in  regard  to  all  of  these  lines  as  can  be  obtained  without 
further  official  surveys. 

In  addition  to  these  routes  the  committee  have  obtained  information 
in  regard  to  the  canals  of  Pennsylvania  and  the  Chesapeake  and  Ohio 
Canal. 

The  inquiries  of  the  committee  in  regard  to  railroads  have  embraced 
among  other  subjects  the  following: 

Combinations  between  different  lines;  the  consolidation  or  amalgama- 
tion of  lines;  fast-freight  lines;  the  issuing  of  stock  not  representing 
money  paid  in  for  construction,  a  device  commonly  known  as  "stock- 
watering"  or  capitalization  of  surplus  earnings;  competition  between 
railroads  and  water-lines ;  the  relative  cost  of  the  various  methods  of 
transportation ;  the  regulation  or  control  of  existing  railroads  by  States 
and  by  the  national  Government,  involving  the  questions  as  to  the  lim- 
itation of  the  powers  of  Congress  under  the  commercial  clause  of  the 
Constitution ;  the  construction  of  one  or  more  double-track  freight-rail- 
roads by  the  Government,  to  be  operated  by  it  or  leased  to  parties  who 
shall  operate  such  road  or  roads  subject  to  governmental  control;  and 
the  chartering  of  freight-railroads  to  be  constructed  and  managed  by 
private  corporations,  such  roads  to  receive  aid  from  the  Government 
and  to  submit  to  governmental  regulation  with  regard  to  their  rates  of 
freight  and  the  facilities  which  they  shall  afford. 

A  thorough  elucidation  of  these  topics  involves  a  study  of  railway 
abuses  in  all  their  various  phases,  and  the  whole  question  of  the  economy 


TRANSPORTATION    TO    THE    SEABOARD. 


11 


of  transport  by  rail  and  by  water.  The  committee  do  not  pretend  to  have 
exhausted  the  subject,  but  they  may  be  permitted  to  express  the  hope 
that  the  facts  submitted  will  stimulate  further  inquiry  and  enable  Con- 
gress to  inaugurate  measures  which  will  be  productive  of  great  benefits 
to  the  country. 

PRODUCTION— HOME  CONSUMPTION  AND  FOREIGN  EXPOR- 
TATION, FREIGHTS  AND  PRICES,  THE  COURSE  OF  TRADE, 
AND  FOREIGN  MARKETS. 

PRODUCTION  OF  CEREALS  IN  THE  UNITED  STATES. 


The  production  of  cereals  in  the  United  States  during  the  years  lS40r 
1850,  1800,  and  1870,  is  presented  in  the  following  table,  compiled  from 
the  census  reports  for  those  years.  In  the  same  table  are  presented  the 
exports  of  cereals  and  the  home-comsumption  during  the  same  years: 

Production   home-consumption,  and  exports  of  cereals  from  1840  to  1870. 


/ 


Year. 


Production  of 
cereals. 


Bushels. 

1840 615,525,302 

1850 1        867,453,967 

1860 !     1,  239,  039,  945 

1870 1,  629,  027,  600 


Home-consump- 
tion. 


Bushels. 

602,  326,  353 

851,  502,  312 

1,  216,  084,  810 

1,571,737,  179 


Export  of  ce- 
reals. 


Bushels. 
13, 199,  049 
15,951.655 
22.  955, 135 
57,  290,  521 


Exports,  what 
per  cent,  of 
production. 


2.1 
1.9 
1.8 
3.5 


From  this  table  it  appears  that  the  exports  of  grain  to  foreign  coun- 
tries were  only  2.1  per  cent,  of  the  entire  product  in  1810,  1.9  per  cent, 
in  185l>,  1.8  per  cent,  in  1860,  and  3.5  per  cent,  in  1870. 

The  following  table  indicates  the  fact  that  our  annual  home-consump- 
tion of  grain  increased  969,410,820  bushels  from  1810  to  1870,  while  the 
increase  of  exports  to  foreign  countries  during  the  same  period  was  only 
44,091,472  bushels,  the  increase  of  foreign  exports  having  been  but  4£ 
per  cent,  of  the  increase  of  home-consumption. 

Increase  of  production  as  compared  with  increase  of  exports. 


Tears  from  and  to. 


Increase  of  pro- 
duction. 


Increase  of  ex- 
ports. 


Increase  of 
home-con- 
sumption. 


1840  to  1850. 
1850  to  I860. 
1860  to  1870. 


Bushels. 
251,  928,  665 
371,585,978 
389,  987,  655 


Bushels. 
2,  752,  606 
7,003,480 
34,  335,  386 


Total i     1,013,502,298 


44,  091,  472 


Bushels. 
249, 176,  059 
364,  582,  498 
355,  652,  269 


969,  410,  826. 


On  page  199  of  the  Appendix  may  be  found  a  valuable  table,  which 
gives  the  estimated  yield  of  cereals  in  each  State  of  the  Union  during 
the  year  1872 ;  also,  the  total  yield  in  each  of  eight  geographical  divis- 
ions of  the  country.  This  table  was  prepared  for  the  committee  by 
Mr.  J.  R.  Dodge,  statistician  of  the  Agricultural  Department. 


12  TRANSPORTATION    TO    THE    SEABOARD. 

The  total  production  of  cereals  in  the  United  States  during  the  year 
1872  is  estimated  at  1,656,198,100  bushels. 

It  is  unnecessary  for  the  committee  to  enter  upon  any  discussion  in 
relation  to  the  production  of  grain  in  all  these  divisions.  It  is  sufficient 
in  this  connection  to  refer  to  the  production  of  the  States  of  the  first 
division,  viz,  Ohio,  Michigan,  Indiana,  Illinois,  Wisconsin,  Minnesota, 
Iowa,  Missouri,  Kansas,  and  Nebraska. 

The  following  was  the  estimated  yield  in  those  States  during  the  year 
1872: 

Bushels. 

Wheat 156,  228,  000 

Corn 693,  625,  000 

Eye 5,563,300 

Oats , 163,  479,  000 

Barley 10,  092,  000 

Total 1,  028,  987,  300 

It  appears  from  the  above  statement  that  the  total  product  of  wheat 
in  these  States  during  the  year  1872  was  156,228,000  bushels.  The 
Agricultural  Department  also  estimates  that  the  consumption  of  wheat 
in  these  States  was  5  bushels  per  capita,  and  that  1£  bushels  per  acre 
were  used  for  seed. 

The  total  consumption  of  wheat  in  the  States  of  the  first  division 
appears,  therefore,  to  have  been  as  follows : 

Bushels. 

Population,  13,000,000  x  5  (bushels  per  capita) 65,  000,  000 

Acres,  13,811,008  x  1£  (bushels  of  seed  per  acre) 20,  716, 512 

Total  home-consumption 85,  716,  512 

This  amount  being  subtracted  from  the  total  production  shows  the 
amount  exported  to  home  and  foreign  markets  to  have  been  70,511,488 
bushels. 

From  the  data  in  regard  to  the  eastward  movement  of  wheat  from 
the  West  to  the  seaboard  we  find  the  total  shipments  from  the  above- 
mentioned  States  to  have  been  as  follows : 

Bushels. 

Shipped  to  the  Atlantic  States 55,  248,  046 

Shipped  to  the  Gulf  States 11,  281, 328 

Shipped  to  Canada   7,  566,  639 


Total  quantity  shipped  from  the  Northwestern  States.  *74,  096,  013 

The  substantial  agreemeut  of  this  result  with  the  results  arrived  at 

by  the  Department  of  Agriculture— the  difference  of  3,584,525  bushels 

being  only  2J  per  cent,  of  the  total  product  of  wheat  in  the  year  1872 — 


*  This  amouut  includes  the  wheat  consumed  in  the  Atlantic  and  Gulf  States  and  in 
foreign  countries. 


TRANSPORTATION    TO    THE    SEABOARD.  13 

is  a  proof  of  the  correctness  of  each  result  for  the  purpose  of  any  gen- 
eral discussion  of  questions  relating  to  the  production  and  exportation 
of  grain. 

The  enormous  quantity  of  corn  produced  in  the  States  of  the  first 
division  (nearly  700,000,000  bushels)  is  largely  fed  to  animals,  and  is 
converted  into  spirits,  in  which  form  it  constitutes  a  very  large  surplus 
product  of  the  West.  The  quantity  shipped  to  other  States  in  the  form 
of  grain  represents  but  a  part  of  the  actual  surplus  corn-product. 

Oats  are  also  very  largely  fed  to  animals  at  the  West,  and  contribute 
to  the  surplus  products  of  those  States  in  animals  and  their  products. 

The  principal  part  of  the  rye  and  barley  produced  is  consumed  in  the 
Western  States. 

The  following  statement  exhibits  the  amount  of  grain  produced  in 
the  States  of  Ohio,  Michigan,  Indiana,  Illinois,  Wisconsin,  Missouri, 
Kansas,  Nebraska,  Iowa,  and  Minnesota,  the  quantity  consumed  in 
those  States  and  in  the  Atlantic  and  Gulf  States,  and  the  quantities- 
exported  to  foreign  countries : 

Bushels. 

Consumed  in  the  States  in  which  produced 815,  955,  574 

Consumed  in  the  Atlantic  States 104,  877, 122 

Consumed  in  the  Gulf  States 33,  783, 526 

Consumed  in  foreign  countries 74,360,778 

213,  021,  426 

Production  of  the  States  named 1,  028, 987,  000 

The  amount  of  grain  consumed  in  the  States  above  mentioned 
(815,955,574  bushels)  includes  not  only  the  quantity  consumed  as  human 
food,  but  the  total  quantity  consumed  there,  and  exported  to  other 
States  and  to  foreign  countries,  in  the  forms  of  spirits,  and  of  animals 
and  their  products. 

HOME   CONSUMPTION  AND   FOREIGN  EXPORTATION. 

In  our  home-markets,  producers  of  grain  in  this  country  meet  only 
the  competition  of  grain  imported  from  Canada.  The  official  returns  of 
the  foreign  commerce  of  the  United  States  show  that  during  the  year 
ending  June  30,  1873,  we  imported  from  Canada  6,701,001  bushels  of 
grain,*  as  follows : 

Bushels. 

Barley 4,  513,  409 

Corn , 226 

Oats 207,  590 

Eye 213,  598 

Wheat  aud  wheat-flour , 1,  766, 178 

Total 6,  701, 001 

+  The  imports  during  the  year  ending  June  30,  1873,  consisted  almost  entirely  of  the 
crop  of  1872. 


14  TRANSPORTATION    TO    THE    SEABOARD. 

The  wheat  received  from  Canada  consisted  entirely  of  the  higher 
grades,  and  was  imported  chiefly  at  the  ports  of  Buffalo  and  Oswego. 
The  average  value  of  all  the  wheat  imported  was  $1.58  per  bushel,  as 
against  $1.40  per  bushel,  the  value  of  American  No.  2  spring  wheat  at 
Buffalo.* 

The  total  imports  of  grain  from  Canada  were,  however,  only  half 
of  one  per  cent,  of  the  entire  production  of  grain  in  the  United  States 
in  the  year  1872,  and  only  4  per  cent,  of  the  entire  shipments  of  grain 
from  the  Western  States  to  home  and  foreign  markets. 

The  markets  to  which  grain  produced  in  the  Western  and  North- 
western States  is  shipped : 
Home-markets : 

Bushels. 

The  New  England  States   41, 132,  225 

The  Atlantic  States  south  of  New  England 63,  744,  897 

The  Atlantic  States   104,  877, 122 

The  Gulf  States . .     33,  783,  526 

Total  to  home-markets 138,  660,  648 

Exported  to  and  consumed  in  foreign  countries 74,  360,  778 

t  Total  quantity  shipped  to  home  and  foreign  markets .  213,  021,  426 
Specific  information  in  regard  to  shipments  to  home-markets  by  rail 

and  by  lake,  canal,  and  river,  and  also  as  to  exports  from  the  various 
ports  of  the  United  States,  and  the  quantities  exported  to  each  country, 
may  be  found  in  other  parts  of  this  report. 

FREIGHTS  AND   PRICES. 

Commerce  among  the  States  of  the  Union  has  assumed  vast  propor- 
tions and  varied  conditions.  Any  treatise  upon  this  great  subject  in  all 
its  bearings  would  far  transcend  the  limits  of  this  report.  The  inquiries 
of  this  committee  have,  therefore,  been  confined  chiefly  to  the  transpor- 
tation of  the  surplus  products  of  the  Western  States  to  the  seaboard, 
and  to  foreign  countries.  These  inquiries  have  incidentally  involved  a 
consideration  of  the  general  conditions  affecting  the  movements  of  trade 
between  the  interior  and  the  Atlantic  and  Gulf  States,  and  between  the 
United  States  and  foreign  countries.    Tables  may  be  found  in  the  Ap- 

*  The  duties  ou  grain  imported  iuto  the  United  States  are  as  follows : 

Wheat 20  cents  per  bushel. 

Wheat-flour 20  per  cent,  ad  valorem. 

Corn 10  cents  per  bushel. 

Corn-meal 10  per  cent,  ad  valorem. 

Rye 15  cents  per  bushel. 

Rye-flour 10  per  cent,  ad  valorem. 

Oats 10  cents  per  bushel. 

Barley 1  cent  per  pound. 

Barley,  pulverized'. 20  per  cent,  ad  valorem. 

t  The  exports  to  foreign  countries  in  the  above  table  include  only  grain  produced 
east  of  the  Rockv  Mountains. 


TRANSPORTATION    TO    THE    SEABOARD.  15 

pendix  which  show  the  tonnage  of  the  leading  articles  of  commerce 
shipped  from  the  principal  cities  of  the  interior  to  the  seaboard,  and 
the  quantities  of  the  same  commodities  which  have  been  exported. 

It  is  estimated  that  90  per  cent,  of  the  freights  shipped  eastward  from 
Chicago  by  the  lakes  consists  of  breadstnffs. 

The  proportion  of  the  principal  and  other  articles  shipped  east  from 
Chicago  by  the  four  main-trunk-railway  lines  during  the  year  1873  was 
as  follows: 


Articles. 


Tons.         '  Percent. 


Grain,  rtoui   seeds,  and  feed 

A  aimals  and  their  products 

Lumber,  shingles,  laths,  staves,  and  headings. 

Alcohol,  high  wines,  liquors,  ale,  and  beer 

All  other  articles 

Total 


904,  284  44. 10 

796,  241  38.  70 

72,941  3.56 

22,  481  1. 14 

258,  409.  7  12.  50 


2,  054,  416.  7  100 


As  the  principal  part  of  the  lumber,  shingles,  laths,  staves,  headings, 
and  general  merchandise  was  shipped  to  points  in  the  Western  States, 
it  may  be  inferred  that  about  50  per  cent,  of  all  the  freight  shipped  from 
Chicago  to  the  Atlantic  States  consisted  of  cereals,  and  that  about  45 
per  cent,  consisted  of  animals  and  their  products.  An  elaborate  table 
may  be  found  on  page  230  of  the  Appendix,  which  gives  in  detail  the 
facts  here  stated. 

The  transportation  of  freights  westward  has  also  a  very  important 
bearing  upon  the  cost  of  transporting  the  cereal  products  of  the  West  to 
the  seaboard.  Upon  those  lines  which  have  a  large  amount  of  return- 
freights  the  cost  of  transporting  grain  and  flour  to  the  East  is,  of  course, 
less  than  upon  lines  which  depend  mainly  or  entirely  upon  eastward- 
bound  freights. 

In  prosecuting  this  branch  of  their  investigations  the  committee  have 
confined  their  attention  to  the  prices  of  grain  at  the  principal  markets 
in  this  country  and  in  Europe,  and  to  the  means  and  cost  of  transport- 
ing such  products  to  home  and  foreign  markets.  The  data  in  regard  to 
freights  are  confined  chiefly  to  wheat  and  corn. 

For  the  purpose  of  instituting  accurate  comparisons,  prices  have  been 
obtained  of  the  grade  of  wheat  known  as  "  No.  2  spring,"  and  of  the 
grade  of  corn  known  as  "  Western  mixed."  A  large  amount  of  such 
information  has  been  collected,  which  may  be  found  in  the  Appendix. 

From  these  data  the  average  annual  prices  at  each  point  have  been 
carefully  computed  for  the  years  1868,  1869,  1870,  1871,  and  1872.  The 
average  annual  freight-charges,  by  various  lines  of  transport,  have  also 
been  computed  for  the  same  years.  The  information  is  embraced  in  the 
following  statements,  in  which  both  prices  and  freight-charges  are 
stated  in  currency  at  the  average  rate  of  premium  on  gold : 


16 


TRANSPORTATION    TO    THE    SEABOARD. 


Statement  showing  the  average  rates  of  freight  per  bushel  on  wheat  from  ports  here  mentioned 
during  the  years  1868,  1869,  1870,  1871,  and  1872. 


Froin — 

To- 

How  transported. 

Year. 

1868. 

1869. 

1870. 

1871. 

1872. 

Chicago 

Do 

Buffalo 

New  York 

....do 

Cts.  m. 
08    3 
42    6 

Cts.  in. 

7    1 

35    1 

Cts.  m. 
06  0 
33    3 

Cts.  id  .    Cts.  m. 

Rail 

31    0 

22    3 
21    6 
18    8 

*33    5 

Do 

28    8 

Do 

do 

25    3 

24    1 
17    2 

17    5 

26    6 

Do 

Montreal 

New  York 

do 

9A     1 

Buffalo 

Rail 

18    3         18    0 

Do 

Canal |    17    0 

New  York 

Liverpool 

do 

20    1         19    2 

Do 

Sail 

16    3         16    5 

do 

Sail 

28    4 

27    4 

19    7 

17    4 

25    1         25    7 

Do 

do 

22    3         9A    ft 

New  Orleans.. 

13    9 

27    0 



• 

*The  all-rail  rate  from  Chicago  to  New  York  during 
per  bushel. 


the  season  of  navigation  of  1872  was  32.7  cents 


Statement  showing  the  average  rate  of  freight  per  hushel  on  corn  from  ports  here  mentioned 
during  the  years  1868,  1869,  1870,  1871,  and  1872. 


From — 

To- 

How  transported. 

Year. 

1868. 

1869. 

1870. 

1871. 

1872. 

Chicago 

Buffalo 

New  York 

...do  

Cts. 
6 

38 
18 

in. 
0 
7 
3 

Cts. 

6 

31 

20 

in. 
0 

7 
2 

Cts.    m. 
5      li 
31      0 
15      2 

Cts. 

6 

30 

17 

in. 
3 
3 
8 

Cts.  m. 
10      1 

Do 

Rail    .. 

*30      7 

Do 

Lake  and  canal . . 
Lake  and  Saint 
Lawrence. 

21      6 

Do 

Montreal 

Liverpool 

20      4 

New  York 

19 
16 
23 
20 

0 
9 
5 
9 

17      0 

Do 

Sail    

16      4 

do 

20 
17 

5 
5 

20 
18 

8 

7 

20      6 

Do 

do  ... 

20      3 

13      0 

25      0 

"The  average  all-rail  rate  from  Chicago  to  New  York  during  the  season  of  navigation  of  1872  was 
28  cents  and  4  mills  per  bushel. 

Statement  showing  the  average  price  of  No.  2  spring-wheat  at  Chicago,  Milwaukee,  Buffalo, 
New  York,  Montreal,  Liverpool,  ami  Saint  Louis,  during  the  years  1868,  1869,  1870, 1871, 
and  1872. 


Port, 


Year. 


1868. 


1869. 


1870. 


1871. 


Chicago 

Milwaukee. 

Buffalo 

New  York. . 
Saint  Louis. 
Montreal . . . 
Liverpool  .. 


Dolls,  cts.  in. 
1  55  7 
1  56  4 
1      63    8 


Dolls,  cts.  hi. 
1      12    2 


1  81     7 

2  38    9 


40    8 
76    1 


Dolls,  cts.  in. 
1  01  2 
1  03  5 
1      14    4 

1      26    8 


25    7 
44    8 


Dolls,  cts.  in. 
1  19  8 
1  21  2 
1  34  7 
1      49    1 


43    8 
74    3 


Dolls. 

1 
1 
1 
1 

1 
1 

1 


cts.  m. 

22  6 

22  0 

40  3 

58  2 

27  0 

52  5 

86  9 


TRANSPORTATION    TO    THE    SEABOARD. 


17 


Statement  showing  the  average  price  of  western  mixed  com  at  Chicago,  Buffalo.  New  Tori, 
Saint  Louis,  Montreal,  and  Liverpool,  during  the  years  1863,  1869,  1870,  1^71,  and  1872. 


Port. 

Year. 

1868. 

1869. 

1870. 

18 

71. 

18 

72. 

Dolls 
0 

cts. 
87 
01 
17 

in. 

■j 

5 

8 

Dulls,  cts.  m. 
0      72     1 

0  83    7 

1  01    7 

Dolls,  cts.  m. 
0      74     7 
0      83    7 
0      99    5 

Dolls,  cts.  m. 
0      49    2 
0       60     4 
0      73    6 

Dolls,  cts. 
0      40 
0      52 
0      65 
0      41 
0      63 
0      90 

m. 

Buffalo 
New  York.. 

1 
1 

7 
7 

7 

1 

14 
53 

2 

9 

0      93    1 

0 

1 

71     0 
02    8 

:: 

1 

1 

15    4 

1 

Besides  freight- charges  there  are  certain  terminal  or  incidental 
charges  incurred  in  passing  through  the  Yarions  ports,  which  go  to 
mate  up  the  entire  cost  of  transportation.  These  consist  of  commis- 
sions, elevator-charges,  insurance,  weighing,  and  inspection. 

The  following  statements,  however,  include  only  the  actual  transfer- 
charges.  These  transfer-charges  at  the  various  ports  are  as  follows : 
Chicago,  2  cents;  Buffalo,  1£  cents;  Montreal,  1  cent;  Saint  Louis,  2 
cents ;  New  Orleans,  1  cent ;  New  York,  H  cents. 

In  addition  to  these  charges,  the  insurance  by  water  is  to  be  taken 
into  account.  The  following  table  gives  the  average  rates  for  the 
various  routes: 


From— 


To— 


Average  rate  of  marine  insur- 
ance. 


Chicago Buffalo 

Do Montreal    . 

Buffalo  New  York. 

New  York Liverpool.. 

Montreal do 


Saint  Louis New  ( Orleans. 

New  Orleans Liverpool 


1  percent. 

H  per  cent. 

|  per  cent. 

Sailing-vessels,  U  per  cent.; 

steam- vessels,  1  per  cent. 
Sailing-vessels,  -\  per  i  eai 

steam-vessels,  1J  per  cent. 
I  1  per  cent. 
]\  per  cent. 


For  the  purpose  of  comparing  the  cost  of  transportation  by  the  prin- 
cipal competing  lines  and  routes,  the  following  statements  are  pre- 
sented. They  refer  to  the  data  for  the  year  1872,  and  include  transfer- 
charges  and  insurance. 

(a.)  Cost  of  transporting  wheat  from  Chicago  to  New  York  and  to  Montreal. 

Average  cost  of  transporta- 
tion per  bushel  of  60 
pounds,  including  trans- 
fer-charges and  marine 
insurance. 

From  Chicago  to  New  York  (rail) 35.5  cents. 

(all  water) 31.7  cents. 

From  Chicago  to  Montreal  (water) 27.9  cents. 

From  Saint  Louis  to  New  Orleans  (river) 17.2  cents. 

S.  Eep.  307 2 


18  TRANSPORTATION    TO    THE    SEABOARD. 

(6.)  Cost  of  transporting  wheat  from  Chicago  to  Liverpool,  via  New  York 
and  via  Montreal,  and  from  Saint  Louis  to  Liverpool,  via  New  Orleans, 
the  water  rates  being  taken  in  each  case. 

Average  cost  of  transpor- 
tation per  bnsbel  of  60 
pounds,  including  trans- 
fer-charges and  marine 
insurance. 

Chicago  to  Liverpool,  via  New  York  (sail) 51.7  cents. 

(steam) 53.7  cents. 

*  Chicago  to  Liverpool,  via  Montreal  (sail) 57.1  cents. 

(steam) 5C.5  cents. 

Saint  Louis  to  Liverpool,  via  Mississippi  Eiver 17.3  cents. 

The  following  statements  have  been  compiled  from  the  foregoing  data 
for  the  year  1872.  They  indicate  the  differences  between  the  prices  of 
wheat  at  various  ports;  the  actual  cost  of  transportation  between  such 
ports,  including  transfer-charges  and  insurance,  and  the  differences  be- 
tween the  cost  of  transportation  and  the  difference  of  prices,  or  the 
profits  realized  above  the  actual  and  necessary  cost  of  transportation. 

(a.)  No.  2  spring  wheat;   Chicago  to  Buffalo  by  lake,  1872. 

Average  price  of  No.  2  spring  wheat  at  Chicago $1  22.  G 

Average  price  of  No.  2  spring  wheat  at  Buffalo 1  40.  3 

Difference  between  these  prices 17.7 

Total    cost   of  transportation,  including  transfers    and    in- 
surance    15. 9 


Difference  between  prices  in  excess  of  cost  of  transportation.  1.  8 

The  difference  between  the  average  prices  of  No.  2  spring  wheat  at 
Chicago  and  Buffalo  appears  to  have  been  composed  of — 

Cost  of  transportation 00  per  cent. 

Difference  of  prices  in  excess  of  cost  of  transportation. . .     10  per  cent. 

(b.)No.  2  spring  wheat;  Chicago  to  New  York  by  lake  and  Erie  Canal  f 

1872. 

Average  price  of  No.  2  spring  wheat  at  Chicago $1  22.  G 

Average  price  of  No.  2  spring  wheat  at  New  York •. . . .       1  58. 2 

Difference  between  these  prices ._ 35.  G 

Cost  of  transportation,  including  transfers  and  insurance 31. 1 

Difference  between  prices  in  excess  of  cost  of  transportation . .  4. 2 

*The  marine  insurance  on  sailing-vessels  from  Montreal  to  Europe  during  the  latter 
part  of  the  season  of  navigation  is  very  much  greater  than  the  rates  on  steam-vessels  : 
hence  the  average  cost  of  transportation  for  the  entire  season  is  greater  in  sailing-ves- 
sels than  in  steam- vessels. 


TRANSPORTATION    TO    THE    SEABOARD.  19 

The  difference  between  the  average  prices  of  No.  2  spring  wheat  at 
Chicago  and  New  York  appears  to  have  been  composed  of — 

Cost  of  transportation 88  per  cent. 

Difference  between  prices  in  excess  of  cost  of  transporta- 
tion   #12  per  cent. 

(c.)  No.  2  spring  icheat ;  Chicago  io  Montreal  by  lake  and  Saint  Lawrence, 

1872. 

Average  price  of  No.  2  spring  wheat  at  Chicago f  1  22.  G 

Average  price  of  No.  2  spring  wheat  at  Montreal 1  52.  5 

Difference  between  these  prices 29.  9 

Cost  of  transportation,  including  transfers  and  insurance 27. 9 

Difference  between  prices  in  excess  of  transportation 2.  0 

The  difference  between  the  prices  of  No.  2  spring  wheat  at  Chicago 

and  at  Montreal  appears  to  have  been  composed  of— 

Cost  of  transportation 93£  per  cent. 

Difference  between  prices  in  excess  of  cost  of  transporta- 
tion      6§  per  cent. 

(d.)  No.  2  spring  wheat ;  Chicago  to  Liverpool,  transport  via  New  York  by 

ocean  steamer,  1872. 

Average  price  of  No.  2  spring  wheat  at  Chicago  $1  22.  6 

Average  price  of  No.  2  spring  wheat  at  Liverpool 1  8G.  9 

Difference  between  these  prices 64-.  3 

Cost    of   transportation,    including    transfer    and    insurance 

(steam)  53.  7 

Difference  between  prices  in  excess  of  cost  of  transportation . .         10.  G 
The  difference  between  the  average  prices  of  No.  2  spring  wheat  at 

Chicago  and  Liverpool  appears  to  have  been  composed  of — 

Cost  of  transportation 81  per  cent. 

Difference  between  prices  in  excess  of  cost  of  transporta- 
tion       16  per  cent. 

(e.)  No.  2  spring  wheat;  Chicago  to  Liverpool,  transport  via  Montreal  by 

ocean  steamer,  1872. 

Average  price  of  No.  2  spring  wheat  at  Chicago,  year  1872. ..  $1  22.  G 
Average  price  of  No.  2  spring  wheat  at  Liverpool,  year •  1872. .     1  8G.  9 

Difference  between  these  prices 64.3 

Cost    of    transportation,    including    transfer    and    insurance 

(steam)  , 56.  5 

Difference  between  prices  in  excess  of  cost  of  transportation . .  7.  S 


20  TRANSPORTATION    TO    THE    SEABOARD. 

The  difference  between  the  average  prices  of  No.  2  spring  wheat  at 
'Chicago  and  at  Liverpool  appears  to  have  been  composed  of — 

Cost  of  transportation 88  per  cent. 

-Difference  between  prices  in  excess  of  cost  of  transporta- 
tion   v 12  per  cent. 

{/.)  Xo.  2  spring  wheat;  Saint  Louis  to  Liverpool,  transport  via  Mississippi 
River  and  ocean  steamer,  1872. 

Average  price  of  No.  2  spring  wheat  at  Saint  Louis,  year  1872.  $1  27.  0 
Average  price  of  No.  2  spring  wheat  at  Liverpool,  year  1872  . .     1  86.  9 


Difference  between  these  prices 59.  9 

Cost  of  transportation,  including  transfers  and  insurance 17.  3 


Difference  between  prices  in  excess  of  cost  of  transportation  . .        12.  6 

The  difference  between  the  average  prices  of  No.  2  spring  wheat  at 

Saint  Louis  and  Liverpool  during  the  year  1872  appears  to  be  composed 

of— 

Cost  of  transportation 79  per  cent. 

Difference  between  prices  in  excess  of  cost  of  transpor- 
tation      21  per  cent. 

The  facts  presented  in  the  preceding  statements  in  regard  to  wheat 
are  based  upon  data  relating  to  the  direct  shipment  of  grain  from  point 
to  point,  without  expenses  attending  sale  or  storage  longer  than  may  be 
necessary  to  transfer  from  one  vessel  to  another.  The  transfer  charges 
in  each  case  refer  to  handling  in  bulk,  and  do  not  include  the  expenses 
■of  bagging  when  shipped  in  that  way. 

When  wheat  is  sold  at  intermediate  points,  or  is  held  in  store  at  such 
points  for  a  longer  period  than  is  necessary  to  transfer  from  one  vehicle 
•to  another,  the  incidental  charges  are  of  course  greater. 

No  comparative  statements  can  be  made  to  illustrate  such  cases,  as 
the  charges  incurred  are  variable,  depending  upon  the  time  during 
which  it  is  held  in  store,  and  the  ever-changing  conditions  of  the  mar- 
kets. 

The  foregoing  facts  are  presented  in  a  condensed  form  in  the  follow- 
ing table,  and  relate  to  prices  and  freight  charges  which  prevailed  during 
'the  year  1872 : 


TRANSPORTATION    TO    THE    SEABOARD. 
No.2  spring  wheat. 


2: 


From- 


To- 


Chicago Buflalo . 

Do New  York 


T1„                         (  Liverpool  via  New  i 

"° \  York.                       5 

t,„                       <  Liverpool  via  Mon- ? 

D? |  treal.                        \ 

Do Montreal 


Cts. 

,,i. 

17 

7 

35 

6 

64 

3 

64 

3 

New  York Liverpool 

Montreal \ do 

Saint  Louis do 


34    4 
59    9 


Cts. 

/,(. 

15 

9 

31 

4 

53 

7 

:,1 

4 

56 

■j 

57 

1 

27 

9 

99 

3 

20 

0 

28 

6 

29 

■' 

47 

3 

Cts.  m. 

01  8 

04  2 
10  6 
12  9 
07  8 

07  2 

02  0 
06  4 

08  7 

05  8 
05  2' 
12  6 


'.hi 


93 

78 
70 
>:; 
85 
79 


Steam. 
Sail. 
Steam. 
Sail. 

Steam-. 

Sail. 

Strain 

Sail. 


The  barge  rates  are  taken  from  Saint  Louis  to  New  Orleans,  and  the  average  of  the  sail  and  steana 
rates  from  New  Orleans  to  Liverpool. 


Western  mixed  corn. 


From — 

To— 

o 

i  '■ 

~-  .- 
--  ■" 
§  ft 

z 

n 

6 

-"  EC 

If  a 

5  M  - 

—  ~  = 

'—  =  '- 

~  =  5 
o-"  - 
o 

o 

ftH 

X    o 

P  -J 

i  •_ 

o 
o 

a 
e 
o 

H 

a 
ft 

« 

2 

ft 

a 

a 

X.  ~ 

c  CS 

ft  - 

m  » 
fl  = 

o 

H 

do :.. 

Buffalo 

Cts.  m. 
12    5 
25    5 

Cts.  in. 
12    5 

2.T       4 

("?.<!.   );(. 

100 
99.6 
99.6 
79 

77 
84 
85 
89 
88 
91 
92 
87 

0 

0.4 

0.4 
21 
23 
16 
15 
11 
12 

9 

8 
13 

no    l 

Do 

23    1           23    0 

»    M      IB    7 

«  9 5  &  i 

49    9    {     g    * 

48    4            42     2 

00    1 
05    2 
05    7 
04    4 

04  1 

05  4 

05  8 
04    5 
04    2 

06  2 

Steam. 

do 

Steam. 

Chicago ] 

Do \ 

Liverpool  via  New  \ 
York.                     $ 

Liverpool  via  Mon-  \ 
treal.                        j 

Sail. 

Steam. 

Sail. 

Steam. 

Sail. 

Barges,  Saint 

Louis  to  N. 

O. 

*  The  barge  rates  are  taken  from  Saint  Louis  to  New  Orleans,  and  the  average  of  the  sail  and  steam 
rates  from  New  Orleans  to  Liverpool.  The  column  entitled  "profits"  in  the  above  tables  refers  to  the 
excess  of  the  difference  between  prices  above  the  total  cost  of  transportation. 

Many  otter  comparative  statements  may  be  formed  from  the  statis- 
tics hereinbefore  given  in  regard  to  freights  and  prices.  The  committee 
have  only  presented  those  which  seemed  to  have  the  most  important 
commercial  bearing. 

The  cost  of  transporting  wheat  from  points  west  of  Chicago  on  the 
Mississippi  River  to  Chicago  averages  about  17  cents  per  bushel,  and 
the  cost  of  transporting  corn  about  15.9  cents. 

Subtracting  these  sums  respectively  from  the  prices  of  wheat  and 
corn  at  Chicago  during  the  year  1872,  and  we  find  the  value  of  Xo.  2 


22 


TRANSPORTATION    TO    THE    SEABOARD. 


spring  wheat  at  the  Mississippi  Eiver  to  be  $1,056  per  bushel,  and  the 
value  of  western  mixed  corn  24.3  cents  per  bushel. 

Referring  to  the  foregoing-  statistics  in  regard  to  the  value  of  Ko.  2 
spring  wheat  during  the  year  1872,  at  the  various  points  mentioned,  it 
appears  that  the  value  of  one  bushel  of  wheat  at  Liverpool  was  equal  to 
the  value  of  1T\^-  bushels  at  New  York,  l-nf0  bushels  at  Montreal,  ItVV 
bushels  at  Buffalo,  lfVo  bushels  at  Chicago,  1  y%  bushels  at  the  Missis- 
sippi Eiver  directly  West  of  Chicago,  lyVo  bushels  at  Saint  Louis,  and 
1-1-0%  bushels  at  New  Orleans. 

In  like  manner  it  appears  that  during  the  year  1872  the  value  of  one 
bushel  of  corn  at  Liverpool  was  equal  to  the  value  of  ltVo  bushels  at 
New  York,  lf^  bushels  at  Montreal,  ly7^  bushels  at  Buffalo,  %r<ra  bush- 
els at  Chicago,  3j'-^  bushels  at  the  Mississippi  Eiver  directly  west  of 
Chicago,  2T1TT6TJ  bushels  at  Saint  Louis,  and  1/^  bushels  at  New  Orleans. 
The  following  tables  exhibit  data  of  this  sort  for  five  years : 

Statement  showing  the  number  of  bushels  of  wheat  at  Neiv  York,  at  Montreal,  at  Buffalo,  at 
Chicago,  at  the  Mississippi  River  west  of  Chicago,  at  Saint  Louis,  and  at  Neic  Orleans, 
north  one  bushel  at  Liverpool,  during  the  years  1863,  1869,  1870,  1871,  and  1872. 


One  bushel  of  wheat  at  Liverpool,  worth  at — 

Years. 

1868. 

1869. 

1870. 

1871. 

1872. 

Bushels. 

Bushels. 

Bushels. 
1.14 
1.15 
1.30 

1.42 

Bushels. 
1.17 
1.21 
1.29 
1.45 

Bushels. 
1. 12 

1.31 
1.45 
1.53 

1.22 
1.40 
1.57 

1.22 

Butt'alo 

1.33 

1.52 
1.77 

1.47 

_ 

1.  32 

Statement  showing  the  number  of  bushels  of  corn  at  New  York,  at  Montreal,  at  Buffalo,  at 
Chicago,  at  the  Mississippi  Biver  west  of  Chicago,  at  Saint  Louis,  and  at  New  Orleans,  which 
were  worth  one  bushel  of  corn  at  Liverpool,  during  the  years  1868,  1869,  1870,  1871,  and 
1872. 


One  bushel  of  corn  at  Liverpool,  worth  at — 

Tears. 

1868. 

1869. 

1870. 

1871. 

1872. 

Bushels. 
1.31 

Bushels. 
1.13 

Busliels. 

Bushels. 

1.4 
1.45 
1.7 
2.09 

Bushels. 
1.37 

1.42 

1.52 
1.76 

1.38 
1.6 

1.71 

2  -^ 

2.71 

2.16 

1.  <;:, 

In  order  to  prevent  erroneous  conclusions  in  regard  to  the  value  of 
the  various  routes  from  the  West  to  the  seaboard  and  thence  to  foreign 
countries,  it  must  be  remembered  that  there  are  other  commercial  facts 
which  determine  the  amount  of  grain  which  can  be  profitably  shipped 
from  the  interior  to  the  seaboard  and  from  American  ports  to  foreign 


TRANSPORTATION    TO    THE    SEABOARD.  23 

countries,  besides  the  actual  freight-charges  which  may  prevail  upon 
such  routes.  These  facts  may  be  summarized  in  the  expression  that  the 
extent  of  the  shipments  on  the  various  internal  lines  of  transport  de- 
pends mainly  upon  the  amount  of  return-freights  on  such  lines,  and 
that  the  extent  of  the  exportation  of  grain  from  any  American  port  to 
foreign  countries  depends  mainly  upon  the  available  supply  of  tonnage 
for  foreign  shipments  at  such  port.  These  circumstances  point  to  the 
explanation  of  the  following  facts  in  regard  to  the  actual  amount  ot 
wheat  and  corn  exported  from  New  York,  New  Orleans,  and  Montreal 
during  the  year  1872,  as  follows: 

Wheat  exported  from  New  York . 17,  889, 037 

Wheat  exported  from  New  Orleans None  reported. 

Wheat  exported  from  Montreal 3,  818, 450 

Corn  exported  from  New  York 18. 331, 117 

Corn  exported  from  New  Orleans .  790, 959 

Corn  exported  from  Montreal 7,  516, 390 

The  point  here  referred  to  is,  however,  more  fully  discussed  in  other 
parts  of  this  report  in  treating  of  particular  routes. 

THE   COURSE   OF  ^TRADE. 

The  general  movement  of  grain  from  the  ^\est  to  the  seaboard. 

In  tracing  the  course  of  the  grain-trade  of  the  Western  and  North- 
western States,  the  iirst  inquiry  which  suggests  itself  relates  to  the 
movement  of  grain  to  the  States  of  the  Atlantic  seaboard,  and  to  the 
Gulf  States,  or,  in  other  words,  the  eastward  and  southward  movements. 
The  general  conditions  governing  these  movements  will  also  be  treated 
of,  so  far  as  the  limits  of  this  report  will  permit. 

The  relative  eastward  and  southward  movements  of  grain  from  the 
States  north  and  west  of  Indiana  is  approximately  indicated  by  the  re- 
ceipts and  shipments  at  Chicago  and  Milwaukee,  the  chief  depots  of  the 
grain-trade  on  the  lakes,  and  at  Saint  Louis,  the  chief  depot  of  the  same 
trade  on  the  Mississippi  River. 

The  following  statements  are  based  upon  such  data  for  the  year  1S72: 

Receipts. 

Bushels. 
Receipts  of  grain  at  Chicago  and  Milwaukee  during  the 

year  1872 111,478,215 

Receipts  at  Saint  Louis 28, 365,  945 

Shipped  east. 

From  Chicago  and  Milwaukee . .    102, 695,  975 

From  Saint  Louis 6,  597,  126 

Total  shipped  east -. 109,  293, 101 


24  TRANSPORTATION    TO    THE    SEABOARD. 

Shipped  south. 

Bushels. 

From  Chicago  and  Milwaukee 738,  665 

From  Saint  Louis 15,  750,  202 

Total  shipped  south 16, 188,  867 

The  proportion  of  eastern  to  southern  shipments  from  these  cities 
appear  to  be  as  100  to  16. 

Until  about  the  year  1856,  almost  the  entire  surplus  grain  product  of 
the  "Western  States  was  transported  to  eastern  markets  by  the  lakes 
and  the  Erie  Canal,  and  to  southern  markets  by  the  Mississippi  Biver 
and  its  tributaries.  Xew  York  was  almost  the  sole  distributing  port  at 
the  East  and  Xew  Orleans  at  the  South.  At  the  present  time  about  07 
per  cent,  of  the  grain  shipped  east  is  transported  on  the  main  trunk 
railroads. 

The  extension  of  the  railroad  system  throughout  the  "Western  and 
Northwestern  States  has  effected  radical  changes  in  the  conditions  of 
transportation.  By  means  of  combinations  of  roads,  and  by  the  organ- 
ization of  through-freight  lines,  grain  is  transported  from  interior  ports 
at  the  "West  to  the  local  and  exporting  ports  of  the  East  without  break- 
ing bulk,  thus  saving  the  terminal  or  incidental  charges  at  the  shipping 
and  receiving  ports  on  the  lakes.  Active  competition  has  sprung  up  in 
many  directions,  between  railroads  and  the  water-lines,  with  different 
results  according  as  the  conditions  have  been  more  favorable  to  the  one 
mode  of  transport  or  the  other. 

Practically  the  railroad  interests  control  the  transport  of  grain  from 
all  that  part  of  the  States  of  Illinois  and  Indiana  situated  south  of  a 
latitudinal  line  sixty  miles  south  of  Lake  Michigan.  This  section  em- 
braces the  principal  part  of  the  great  corn-producing  area  of  Illinois,  as 
may  be  seen  by  referring  to  the  crop-map  at  the  end  of  the  appendix  to 
this  report.  In  order  to  illustrate  the  manner  in  which  the  control  over 
the  transport  of  grain  by  rail  is  exercised,  the  following  facts  are 
presented  from  data  furnished  to  the  committee  by  Mr.  J.  D.  Hayes, 
general  manager  of  the  Blue  Line,  under  date  of  January  31,  1874. 
Mr.  Hayes  says:  uThe  through  all-rail  routes  from  Yandalia,  Centra- 
lia, and  Sandoval  to  Xew  York  will  average  about  60  cents  (at  present 
05  cents)  per  100  pounds,  equal  to  36  cents  per  bushel  on  wheat. 

Per  10O 
pounds. 

Local  rates  from  Yandalia  to  Chicago , $26  35 

Local  rates  from  Centralia  to  Chicago 26  05 

Local  rates  from  Sandoval  to  Chicago 26  30 

The  rate  from  all  competing  points  to  Boston  5  cents  per  100  pounds 
over  new  York." 

The  distance  from  Yandalia,  Centralia,  and  Sandoval  to  Xew  York,  by 
rail,  may  be  stated  at  1,010  miles.  At  65  cents  per  hundred  pounds,  the 
freight-rate  is  1J  cents  per  ton  per  mile.     The  distances  and  the  freight- 


TRANSPORTATION  TO  THE  SEABOARD. 


25 


rate,  per  hundred  pounds,  aud  per  ton  per  mile,  from  those  points  to 
Chicago,  are  as  follows : 


From — 


Distance. 


Rate  per  100 
pounds. 


Kate  per  ton 
per  mile. 


Vandalia  to  Chicago 

Sandoval  to  Chicago 
Centralia  to  Chicago 


Miles. 
230 
250 

253 


26.35 
26.  30 

20.  05 


Cents. 
2.  3 
2.1 
2.1 


The  rate  per  ton  per  mile  from  these  three  points  to  Chicago  appears 
to  be  very  nearly  twice  the  rate  to  New  York.  In  view  of  the  facts 
presented  in  this  report  in  regard  to  the  wide  differences  in  the  actual 
cost  of  transportation  on  different  railroads  caused  by  differences  as  to 
the  amount  of  business,  return  freights,  distances  transported,  &c,  the 
committee  are  not  prepared,  with  the  information  before  them,  to  de- 
clare that  the  differences  in  freight  rates  just  noted  are  in  the  nature  of 
unjust  discriminations.  They  merely  present  the  above  facts  as  illus- 
trating one  of  the  conditions  which  seem  to  determine  the  course  of 
internal  commerce. 

In  order  to  illustrate  the  economy  of  transport  by  rail  from  interior 
points  at  the  West  to  the  markets  of  the  Atlantic  States,  let  us  compare 
the  cost  of  transporting  a  bushel  of  wheat  from  Sandoval  to  New  York 
by  the  direct  all-rail  line,  and  by  the  route  via  Chicago,  the  lakes,  Erie 
Canal,  and  Hudson  Eiver,  to  New  York,  taking  in  each  case  the  average 
annual  rate.  The  cost  of  transport  per  bushel  from  Sandoval  by  the 
way  of  Chicago  may  be  stated  as  follows: 

Cents.  Mills. 

Sandoval  to  Chicago  (rail) 15  8 

Transfer  at  Chicago 2  0 

Chicago  to  New  York  (lake  and  canal) 2G  6 

Buffalo  transfer  . 1  3 

Lake  insurance 1  2 

Canal  and  Hudson  River  insurance 0  4 

Rate  via  Chicago  and  the  water- route 47  3 

Mr.  Hayes  states  that  the  average  "all-rail"'  rate  is  30  cents  per 
bushel.  This  shows  the  all-rail  rate  to  be  11  fV  cents,  or  15  per  cent. 
less  than  cost  of  transport  by  the  lake  and  canal  route,  including  trans- 
fer charges  and  marine  insurance,  but  not  including  commissions,  which 
would  amount  to  about  2  cents  per  bushel.  Even  if  the  rail  rate  from 
Sandoval  to  Chicago  were  no  greater  than  the  rail  rate  from  Sandoval 
to  New  York,  the  entire  cost  of  transporting  grain  via  Chicago  and  the 
lakes  and  canal  would  be  about  30\  cents  less  by  the  former  route  than 
by  the  all-rail  route.  Many  other  cases  of  this  sort  could  be  instanced, 
but  the  one  stated  is  sufficient  to  illustrate  the  general  fact,  that  grain 


26  TRANSPORTATION  TO  THE  SEABOARD. 

can  be  transported  from  a  large  part  of  the  Western  States  to  eastern 
and  southern  markets  by  the  all-rail  lines  at  less  cost  than  by  the  lakes 
and  Erie  Canal. 

It  is  believed  that  higher  rates  are  charged  from  points  east  of  San- 
doval to  New  York  than  from  that  point  to  New  York.  Discrimina- 
tions as  against  points  where  there  is  no  competition  from  rival  railway 
lines,  or  from  water-lines,  are  common  throughout  the  country.  Persons 
interested  in  the  management  or  proceeds  of  railroads,  attempt  to  jus- 
tify such  discriminating  or  differential  charges  upon  the  ground  of  sound 
business  principles;  but  whatever  may  be  the  merits  of  particular  cases, 
the  committee  are  unhesitatingly  of  the  opinion  that,  in  very  many  cases, 
charges  of  this  sort  are  totally  unjustifiable,  and  in  defiance  of  those 
principles  of  equity  and  of  right  which  should  characterize  the  man- 
agement of  every  public  highway.  In  view  of  the  great  importance  of 
this  subject,  the  committee  regret  that  they  have  not  been  able  to  de- 
vote to  it  as  much  time  as  was  necessary  in  order  to  arrive  at  definite 
conclusions.  With  this  notice  the  subject  has  been  deferred  to  a  sup- 
plementary report. 

The  distance  from  Sandoval  to  New  York  is  1,010  miles,  and  the  aver- 
age rail  charge  is  36  cents.  The  average  lake  and  canal  charge  from 
Chicago  to  New  York,  during  the  year  1872,  was  2G.6  cents  per  bushel, 
and  the  average  all-rail  charge  33.5  cents  per  bushel,  the  rail  distance 
being  922  miles. 

By  applying  this  distance  to  the  rates  from  Chicago  to  New  York  by 
rail  and  by  water,  we  have,  in  connection  with  the  data  in  regard  to  the 
all-rail  shipment  from  Sandoval,  the  following  comparative  statements : 

Average  rbarse 
per  ton' per  mile. 

Chicago  to  New  York  (water-route) 9-^  mills. 

Chicago  to  New  York  (all  rail) 12TV  mills. 

Sandoval  to  New  York  (all  rail) llT5o  mills. 

It  appears  that  for  the  same  distance  as  from  Chicago  to  New  York 
the  rate  from  Sandoval  is  5j\  cents  per  bushel,  or  20  per  cent,  higher  than 
the  lake  and  canal  rate  from  Chicago. 

From  all  that  part  of  the  country  lying  west  and  northwest  of  Lake 
Michigan,  and  from  which  the  railways  do  not  necessarily  make  a  large 
detour,  as  from  Sandoval,  in  order  to  reach  a  lake  port,  it  is  evident  that 
the  cost  of  transport  by  the  lakes  is  cheaper  than  by  rail,  even  at  those 
points  where  competition  between  water-transport  and  rival  railway 
lines  operates  to  its  fullest  extent. 

The  amount  of  grain  transported  from  interior  points  at  the  West  to 
the  Atlantic  States,  without  passing  through  any  lake  port,  amounted 
in  the  year  1872  to  25,515.000  bushels,  or  11  per  cent,  of  the  total  quan- 
tity transported. 

Besides  the  actual  and  incidental  charges  connected  with  the  trans- 
port of  grain  from  the  West  to  the  seaboard,   there  are  commercial 


TRANSPORTATION    TO    THE    SEABOARD.  27 

causes  which  will  always  maintain  great  grain-markets  on  Lake  Michi- 
gan and  on  the  Mississippi  River.  Each  of  the  grain-crops  comes  to 
maturity  within  the  space  of  two  or  three  weeks,  but  a  year  passes  be- 
fore the  entire  product  of  a  season  reaches  the  consumers. 

In  the  mean  time  a  very  large  part  of  a  crop  must  be  held  by  the 
producers,  or  by  purchasers  of  grain,  who  desire  to  hold  it  in  store  at 
the  West,  or  at  other  points  between  the  West  and  the  East,  according 
to  the  demands  of  home  and  foreign  markets.  Such  grain  will  be  held 
by  grain-buyers  for  advances  in  the  markets,  either  in  ordinary  com- 
mercial transactions  or  for  speculative  purposes,  where  all  the  artifices 
are  employed  for  causing  fictitious  inflations  of  prices. 

It  is  evident,  therefore,  that  the  single  question  as  to  the  relative  cost 
of  transport  by  rail  and  by  water  does  not  alone  determine  the  course 
of  the  grain-trade  of  the  West. 

The  development  of  the  railway  system  of  the  country,  in  connection 
with  the  formation  of  "through-freight  lines,"  and  the  use  of  the  tele- 
graph in  commercial  transactions,  undoubtedly  tend  to  promote  direct 
shipments  from  interior  points  at  the  West  to  the  distributing  points  in 
the  Atlantic  and  Gulf  States,  and  thus  in  a  measure  to  eliminate  the 
profits  of  middle-men  from  the  cost  of  transport  between  the  producer 
and  the  consumer. 

A  very  effective  means  of  cheapening  the  cost  of  transport  by  rail 
has  yet  to  be  provided,  viz,  the  establishment  of  adequate  terminal  fa- 
cilities at  the  chief  exporting  ports.  It  is  only  within  the  last  five  years 
that  the  most  important  railway  companies  have  regarded  the  grain- 
traffic  as  a  source  of  sufficient  profit  to  warrant  them  in  establishing  it 
as  a  distinct  branch  of  their  business,  by  setting  apart  the  requisite 
number  of  cars  specially  adapted  to  the  carriage  of  grain  in  bulk,  to- 
gether with  the  necessary  terminal  facilities.  Such  facilities  embrace 
extensive  water-fronts,  in  or  adjacent  to  the*  large  ports,  with  commo- 
dious structures  built  upon  piers  or  bulkheads,  and  provided  with  the 
necessary  machinery  for  unloading  railroad-cars  and  for  loading  sea- 
going vessels. 

It  is  believed  that  the  Baltimore  and  Ohio  Eailroad  Company  is  the 
only  one  which  has  already  provided  adequate  facilities  of  this  nature. 
Other  companies,  however,  are  now  taking  steps  toward  securing  like 
facilities. 

In  relation  to  this  subject,  the  general  freight-agent  of  the  Baltimore 
and  Ohio  Eailroad  states  that  previous  to  January,  1872,  all  grain 
shipped  to  Baltimore  "in  bulk"  was  unloaded  by  hand,  at  an  expense 
of  from  4  to  5  cents  per  bushel.  At  that  time  the  company  com- 
pleted an  elevator  of  600,000  bushels  capacity,  and  reduced  the  charge 
for  receiving,  weighing,  wharfage,  delivery  to  vessels,  and  storage  for 
ten  days,  to  If  cents  per  bushel,  by  which  means  also  the  detention  to 
vessels  in  loading  was  reduced  from  five  or  ten  days  to  as  many  hours. 
This  is  a  fair  index  of  the  saving  effected  by  proper  terminal  facilities. 


28  TRANSPORTATION  TO  THE  SEABOARD. 

This  company  is  now  building  an  elevator  of  1,250,000  bushels  capacity, 
in  order  to  accommodate  its  rapidly-increasing  grain  business. 

The  freight-agent  of  the  Grand  Trunk  Railway,  at  Portland,  Me., 
states  that,  previous  to  the  burning  of  their  elevator,  in  August  last, 
the  charge  for  elevating  and  ten  days'  storage  was  1  cent  per  bushel. 

Mr.  Edwin  D.  Worcester,  secretary  of  the  New  York  Central  and 
Hudson  River  Railroad,  states  that  his  company  has  an  elevator  at 
Buffalo  of  000,000  bushels  capacity.  He  also  states  that  within  the 
last  year  negotiations  have  been  entered  into  to  secure  a  large  plat  of 
ground,  situated  upon  the  water-front  at  New  York,  on  which  to  erect 
capacious  elevators,  yards,  and  all  the  appendages  to  a  complete  freight 
establishment.  These  arrangements  are  to  be  carried  into  effect  at  the 
earliest  practicable  moment. 

It  is  understood  that  since  this  statement  was  made  the  New  York 
Central  Railroad  Company  has  completed  the  arrangements  referred  to, 
and  that  the  erection  of  the  required  structures  will  proceed  at  once. 
The  Pennsylvania  Railroad  has  an  elevator  at  tide-water  in  the  city  of 
Philadelphia  of  480,000  bushels,  and  another  elevator  of  800,000  bushels 
capacity  is  in  course  of  construction.  The  same  company  is  also  making 
preparations  for  the  construction  of  an  elevator  on  the  Hudson  River, 
opposite  the  city  of  New  York,  of  between  3,000,000  and  4,000,000 
bushels  capacity.  The  Erie  Railroad  Company  is  also  making  efforts 
in  the  same  direction. 

The  general  movements  of  grain  from  the  States  of  Ohio,  Michigan, 
Indiana,  Illinois,  Minnesota,  Iowa,  Wisconsin,  Kansas,  and  Nebraska, 
and  the  general  conditions  affecting  such  movements,  are  indicated  by 
statistics  furnished  to  this  committee  by  boards  of  trade  and  by  the 
various  railroad  companies.  These  statistics  may  be  found  in  the  ap- 
pendix. The  eastward  and  southward  movements  of  grain  will  be 
treated  of  separately. 

The  eastward  movement  of  grain  by  the  various  lines  of  transport. 

The  following  tabulated  statement  has  beeu  compiled  from  statistics 
of  the  movement  of  grain  on  the  Erie  Canal,  and  on  the  various  trunk 
railway  lines  connecting  the  Western  States  with  the  States  of  the  At- 
lantic seaboard: 


TRANSPORTATION  TO  THE  SEABOARD, 


29 


Statement  showing  the  quantity  of  flour  and  grain  shipped  from  the  Western   States  to  the 

Staffs  of  the  Atlantic  seaboard  during  the  year  l-','i.  by  the  Erie  Canal  and  by  the  several 
trunk  railroads. 


Wheat. 


Wheat 

rioiir. 


Corn. 


Rye. 


Oats.  Barley. 


Bushels. 

Erie  Canal,  Buffalo 11,001,069 

Erie  Canal,  Oswego 1,  928,  850 


Barrels.        Bushels.      Bushels.      Bushels.      Bushels. 

5, 172     30. 934,  606       210.  705       4,  598,  237     1,  729,  972 
44,  202  969,  587  |     241, 125  j  42,  750     2,  590,  500 


12,  929,  919 


49,374     31,004.193       451.840       4,640,987     4,320,472 


Central  Vermont  Railroad 1,074,756 

Rome,  Watertown,  and  Ogdens-  j        289,  229 

burgh  Railroad. 
New  York  Central  and  Hudson       2,  244,  634 
River  Railroad. 

Erie  Railway i     1,990,676 

2,  344,  489 
458,  447 
328,  519 
261,  147 


327,  2HO 

It-.  --J 


3,179,  500 

200.  801 


1,  786 
5,476 


880,  LOO 

37,  183 


431,  810 
87,  960 


2,234,115     15,036,400         52.684       8,081,786         642,469 


Pennsylvania  Railway. 
Baltimore  and  Ohio  Railroad... 

Grand  Trunk  Railway 

By  rail  from  Oswego 


1,  371,  256 

1, 180,  012 

920,  264 

583,  319 

591,  407 


6,  777.  826 

11.483.211 

;,  952    It'.i 

961,  098 

357,  581 


12,  360 
35,  885 
25,  176 

5,  820 

4.  638,  330 

5,  808,  890 
1,  609,  779 

391,235 

28,  283 


Total  by  rail 

Total  bv  rail  and  canal. .. 


8,  991,  897 


,  356,  455     43,  038,  866       139, 185 


21,921,816 


7,  405.  S29      74.043.059        591,027 


21.475.577 


450, 185 

690,  787 

33,  733 

71,660 

180,  625 


2,  589,  229 


'20,  116,  564      6,  909,  701 


Total,  Erie  Canal,  53,509,594  bushels;  total,  by  rail,  109,338,803  bushels;  total,  by  rail  and  canal, 
1.62,908,397  bushels. 

■The  statement  furnished  by  the  Pennsylvania  Railroad  Company  gives  grain  and  flour.  The  grain 
has  been  stated  in  the  proportion  carried  by  the  other  roads. 

Iii  addition  to  the  quantity  of  grain  mo  red  from  the  West  to  the  At- 
ari tic  seaboard,  stated  in  the  above  table,  the  total  quantity  of  Western 
grain  shipped  to  Canada  amounted  to  15,113,029  bushels.  The  total 
eastward  movement  of  grain  may  therefore  be  approximately  stated  as 
follows : 

Bushels. 

Shipped  to  Montreal 1.3, 113,  029 

Shipped  to  Atlantic  States: 

By  Erie  Canal 53,569,594 

By  railroads  : 

Central  Vermont  Railroad 7,  040.  352 

Rome,  Watertown,  and  Ogdensbnrgh  Railroad 1,  380,  618 

New  York  Central  and  Hudson  River  Railroad 36,  111,  490 

Erie   Railway 20,  041,  032 

Pennsylvania  Railway 25,672,  316 

Baltimore  and  Ohio  Railway 11, 220,  761 

Grand  Trunk  Railway 4,377,  447 

Rail  from  Oswego 3,  494.  787 

109,338,803 

Total  shipped  to  Atlantic  States 162,908,397 

Total  eastward  movement  of  grain  to  Canada  and  to  Atlantic 
States 178,021,426 

It  appears,  therefore,  that  of  the  total  eastward  movement  of  grain, 
amounting  to  178,021,120  bushels,  8 J  per  cent,  was  shipped  to  Montreal 
and  91i  per  cent,  to  Atlantic  ports  of  the  United  States.* 

^Abont  95  per  cent,  of  the  shipments  to  Montreal  are  by  the  lakes  and  the  Saint 
Lawrence  River. 


30 


TRANSPORTATION    TO    THE    SEABOARD. 


It  appears  that  of  the  total  eastward  movement  of  grain  from  the 
West  to  the  Atlantic  States,  amounting  to  102,908,397  bushels,  53,509,594 
bushels  were  shipped  by  the  Erie  Canal  and  109,338,803  bushels  by  the 
railways  extending  from  the  lower  lakes  or  crossing  the  Alleghany 
range  to  the  seaboard.  This  immense  direct  transport  of  the  cereals 
by  rail  has  sprung  up  within  the  last  fifteen  years.  It  has  increased 
about  100  percent,  within  the  last  five  years,  and  is  still  rapidly  increas- 
ing. The  quantity  and  percentage  of  wheat,  wheat-flour,  corn,  rye,  oats, 
and  barley  shipped  to  the  Atlantic  States  by  canal  and  by  rail  during 
the  year  1872  was  as  follows: 

Shipped  east  by  canal  and  by  rail — 1872. 


Wheat 

Wheat-flour 

Corn 

Rye 

Oats 

Barley 


Total Iii9,338,803 


*  Average. 

Of  the  entire  quantity  of  grain  transported  to  the  Atlantic  States,  07 
per  cent,  was  transported  by  rail,  and  33  per  cent,  by  the  Erie  Canal. 
The  fact  that  59  per  cent,  of  the  wheat  and-only  41.8  per  cent,  of  the  corn 
was  transported  by  the  canal  is  readily  explained  by  referring  to  the 
crop-maps  at  the  end  of  the  appendix.  The  principal  part  of  the  eastward 
shipments  of  wheat  are  from  Wisconsin,  Iowa,  and  Minnesota.  Wheat, 
therefore,  naturally  seeks  the  markets  on  Lake  Michigan  and  Lake  Su- 
perior. The  great  surplus  of  corn,  however,  is  produced  in  the  State  of 
Illinois.  By  means  of  the  combinations  and  fast  freight  lines  already 
referred  to,  the  great  trunk  railroads  are  able  to  control  the  direct  ship- 
ment east  of  a  very  large  proportion  of  this  grain.  The  manner  and 
extent  of  this  control  over  the  transport  of  grain  produced  south  of 
Chicago  has  been  explained.  Grain  shipped  from  interior  points  south 
of  and  remote  from  the  lakes  can  be  transported  to  the  local  markets 
of  the  East  at  less  cost  by  rail  than  by  lake  and  canal,  the  transfer  and 
terminal  charges,  together  with  marine  insurance  by  the  latter  route, 
amounting  to  more  than  the  excess  of  rail  rates  of  freight  over  the 
rates  which  prevail  at  the  water-line. 

As  already  stated,  the  total  eastward  movement  of  grain  to  Canada 
and  the  Atlantic  States  amounted,  during  the  year  1872,  to  178,021,426 
bushels.  Of  this  quantity,  152,500,182  bushels  were  shipped  from  lake 
ports,  showing  that  the  quantity  of  grain  shipped  by  rail  directly  from 


TRANSPORTATION    TO    THE    SEABOARD. 


31 


interior  points  at  the  West  to  the  East  amounted  to  25,515,244  bushels, 
or  14  per  cent,  of  the  entire  eastward  movement.*  Of  this  quantity, 
17,G00,000  bushels  was  corn. 

A  striking  instance  of  the  effect  of  the  establishment  of  the  through- 
freight  lines  from  the  West  to  the  East,  without  breaking  bulk,  is  seen 
in  the  change  in  the  course  of  the  grain-trade  to  Boston.  Formerly 
grain  was  shipped  by  the  way  of  the  lakes  and  Erie  Canal  to  New  York,, 
and  thence  by  coastwise  vessels  to  Boston  and  other  ports  of  New 
England.  At  the  present  time,  however,  the  great  bulk  of  grain  reaches 
Boston  directly  from  the  West  in  through-cars.  This  change  in  the 
mode  of  shipments  is  clearly  shown  by  the  following  table: 


REI  GIFTS  OF   GRAIN 

AT  BOSTON. 

Flour. 

Corn. 

Oats. 

Barley. 

CO 

5 

5 

l'.\  rail  from 

Coast  w  isc. 

By  rail  from 
the  West. 

18C8 

1809 

1870 

701,  727 

0.18,  714 
569,  303 
493.  258 

733,  955 
818,827 
995,  950 
1,052,042 
988,  491 

1,847,159 

1,  055,  676 

945,  981 

181,303 

320,  755 

483,  875 
1,  384,  284 
1,  370,  421 
3,156,800 

5,119.  7-ill 

656,  037 
338,  756 
423,  853 
179,  807 
82,  767 

606,033  1 
1,076,675 

1,  076,  108 
2,244.  086 

2,  384.  699 

64,039  !  197,951 

118,173     122,713 

106,  536     254,  370> 

84,559     228,811 

85,  408     288, 488 

1871 

1872 

The  oats  shipped  from  the  West  to  the  Atlantic  States  are  produced 
chiefly  in  Ohio,  Michigan,  Indiana,  and  Illinois,  and,  for  the  reason  just 
stated  in  regard  to  corn,  are  shipped  east  largely  by  the  all  rail  fast 
freight-lines. 

The  interior  distribution  of  grain   between  the  western  borders  of  the  At- 
lantic  States  and  the  seaboard. 

One  of  the  special  advantages  pertaining  to  the  transport  of  grain  by 
the  railroad  Hues  consists  in  the  facilities  which  they  afford  for  shipment 
directly  from  the  producing  areas  of  the  West  to  the  local  markets  in 

*  The  shipments  eastward  from  lake  ports  during  the  year  1872  appear  to  have  been 
as  follows: 


Lake  ports. 


Bushels. 


Duluth 

Milwaukee  ... 
Chicago  (east) 
Detroit 


•279,  217 
157, 792 
565,  060 
000, 000 
800, 000 
730, 000 
226, 202 
Port  Huron 4,747,911 


Cleveland 
Sandusky 
Toledo  ... 


1,! 
21, 

78, i 

8, 

16, 

V 

20, 


Total  from  lake  ports    152,506,182 


32 


TRANSPORTATION    TO    THE    SEABOARD. 


the  Atlantic  States  without  breaking  bulk.  The  total  quantity  of  grain 
received  at  each  of  the  eastern  termini  of  the  lines  of  transport  between 
the  western  boundaries  of  the  Atlantic  States  and  the  seaboard  during 
the  year  LS72  is  shown  by  the  following  statement : 

Bushels. 

Beceived  at  Portland 3,  741,  413 

Received  at  Boston 12, 241, 145 

Beceived  at  New  York 86,  032, 450 

Beceived  at  Philadelphia 14,  317,  584 

Beceived  at  Baltimore 9,  590, 399 

Total  received" 125.  922,  991 

Beceived  by  rail 70, 051, 240 

Beceived  by  canal , 49,  871,  751 


Note. — The  total  receipts  of  grain  at  Portland  are  taken  from  a  table  furnished  by 
the  Grand  Trunk  Railway;  the  quantity  received  at  Boston  is  taken  from  a  table  pre- 
sented by  the  board  of  railway  commissioners  of  Massachusetts,  and  includes  only 
grain  received  directly  from  the  West  by  rail;  the  receipts  at  New  York  are  taken 
from  the  last  report  of  the  New  York  Produce  Exchange,  and  include  receipts  by  rail 
and  Hudson  River  boats;  the  receipts  at  Philadelphia  are  from  a  table  prepared  for 
this  committee  by  the  Pennsylvania  Railroad  Company ;  and  the  receipts  at  Baltimore 
are  taken  from  a  like  table  furnished  by  the  Baltimore  and  Ohio  Railroad  Company. 

It  appears  that  the  total  quantity  of  grain  shipped  east  by  the  Erie 
Canal  and  the  railroads  during  the  year  1872  amounted  to  102,908,397 
bushels,  and  the  total  quantity  received  at  the  sea-ports,  above  men- 
tioned by  the  same  lines  amounted  to  125,922,991  bushels,  or  77  per 
cent,  of  the  total  shipment  to  those  States. 

The  interior  distribution  by  the  railroads  and  the  canal  appears  to 
have  been  as  follows : 


r. 

- 
o 

£ 
ft 

X 

Del  i  vc  led  at 
tide- water. 

Distributed  be- 
tween thewest- 
ern    boundary 
of  the  Atlant  ic 
States  and  the 
seaboard. 

Bushels. 
53,  509,  594 
109,  338,  803 

Bushels. 
49,  871,  757 
76,  051,  240 

Bushels. 
3,  097.  837 
33,  287,  563 

Total 

102,  908,  397 

125,  922,  997 

36,  985,  400 

It  appears  from  this  statement  that  the  quantity  of  grain  distributed 
between  the  interior  boundary  of  the  Atlantic  States  and  the  seaboard 
was — 

Bushels. 

By  canal „ 3,  G97,  837 

By  rail 33,  287,  503 

Total,.,... . 30,985,400 


TRANSPORTATION  TO  THE  SEABOARD.  33 

The  quantity  distributed  by  canal  at  interior  points  amounted  to  7 
per  cent,  of  the  canal  shipments,  and  the  quantity  thus  distributed  by 
rail  amounted  to  30  per  cent,  of  the  rail  shipments. 

It  is  evident,  therefore,  that  the  railroads  do  a  very  large  business  in 
the  way  of  internal  distribution  which  cannot  be  done  by  the  canals, 
and  in  which  the  competition  of  canal  transport  is  not  much  felt.  In 
this  interior  distribution  the  railroads  possess  decided  advantages  over 
the  water-line,  both  in  regard  to  distance  and  in  the  saving  of  expenses 
incident  to  transshipments. 

The  shipment  of  grain  from  the  Western  States  to  Montreal  and  to  Xew 

York. 

From  the  time  of  the  opening  of  the  Erie  and  of  the  Canadian  canals, 
the  tendency  of  the  shipments  of  western  grain,  as  between  these  two 
routes,  has  been  a  subject  of  great  public  interest.  It  is  not  practicable 
to  enter  here  upon  any  detailed  history  of  that  competition  between 
New  York  and  Montreal  for  the  trade  of  the  West.  A  few  general 
facts  will,  however,  suffice  for  this  report. 

Prior  to  the  year  1855,  grain  and  flour  received  at  New  York  from  the 
Western  States  was  transported  almost  exclusively  on  the  Erie  Canal. 
At  about  that  time  transport  by  rail  began.  The  completion  of  the 
Welland  Canal  in  the  year  1848  formed  a  navigable  passage  around  the 
falls  of  Niagara,  and,  in  connection  with  the  Saint  Lawrence  canals 
around  the  rapids  in  that  river,  opened  a  continuous  line  of  water  trans- 
port from  the  upper  lakes  to  Montreal,  at  the  head  of  ship-navigation 
on  the  Saint  Lawrence  River. 

In  the  year  1867  grain  was  first  shipped  from  the  West  by  lake  to 
ports  on  Lake  Huron,  and  thence  by  Grand  Trunk  Eailway  to  Montreal. 
The  amount  of  such  shipments  is,  however,  quite  limited.  A  small 
amount  of  grain  is  also  shipped  from  the  West  to  Montreal  by  all-rail 
liues,  such  shipments  being  confined  to  the  months  when  lake  naviga- 
tion is  closed,  and  to  shipments  under  exceptional  circumstances  during 
the  summer  season,  when  rail-rates  are  much  below  the  average  rate  for 
the  entire  year. 

Wheat,  wheat-flour,  and  corn  are  the  only  cereal  products  of  the 
West  which  are  imported  from  the  United  States  at  Montreal  in  any 
considerable  quantities. 

Canada  produces  about  as  much  wheat  as  is  consumed  within  her  own 
territory,  together  with  the  quantity  annually  exported  to  the  United 
States,  which  consists  almost  entirely  of  the  higher  grades.  She,  how- 
ever, produces  very  little  corn.  It  is  stated  by  Mr.  William  Patterson, 
secretary  of  the  Montreal  Board  of  Trade,  that  the  total  exports  of 
wheat  at  that  port  are  about  equal  to  the  receipts  of  wheat  from  our 
Western  States,  and  that  all  the  corn  received  and  shipped  is  exclu- 
sively of  American  growth.  The  statistics  of  export  of  corn  from  the 
United  States  and  of  shipments  from  Montreal  show  that  the  eonsuinp- 
S.  Rep.  307 3 


34  TRANSPORTATION    TO    THE    SEABOARD. 

tion  of  American  corn  in  Canada  amounts  to  about  1,100,000  bushels 
annually. 

It  may  therefore  be  assumed  that  the  great  bulk  of  American  wheat 
and  corn  transported  via  the  Saint  Lawrence  route  is  destined  to  foreign 
markets  beyond  Canada.  Almost  all  the  grain  transported  from  Mont- 
real is  sent  to  Great  Britain.  The  Saint  Lawrence  route  lies  almost 
exactly  in  the  direction  from  the  Western  States  to  England,  and,  as 
has  already  been  shown,  possesses  advantages  which  constitute  it  a 
sharply  competing  route  for  western  trade  with  the  Erie  Canal  and  with 
the  railroads  in  the  United  States  extending  from  Lake  Erie  to  the 
Atlantic  seaboard.  In  the  markets  of  the  West  Indies  and  South 
America,  however,  which  take  about  15  per  cent,  of  the  entire  foreign 
exports  of  grain  from  the  United  States,  the  Canadian  route  is  not  to 
any  considerable  extent  a  competing  line,  the  distauce  to  those  coun- 
tries by  the  Montreal  route  being  about  fourteen  hundred  miles  greater 
than  by  way  of  New  York ;  and  besides  there  is  generally  an  abundant 
supply  of  tonnage  for  those  ports  at  New  York,  and  very  little  at  Mont- 
real. 

In  the  transportation  of  western  products  to  the  Atlantic  States  the 
Montreal  route  is  debarred  from  all  competition  with  American  lines  on 
account  of  the  import  duties  which  are  required  to  be  paid  upon  the  re- 
exportation of  American  grain  into  the  United  States.  Upon  this  point 
the  Hon.  Hugh  McLennan,  president  of  the  Montreal  Board  of  Trade, 
in  a  letter  to  the  chairman  of  this  committee,  dated  November  1,  1873, 
stated  as  follows: 

"  The  privilege  of  selling  grain  or  flour,  the  products  of  the  Western 
States,  to  New  England  without  hiuderarice  or  charge,  would,  even  with 
our  present  canal  facilities,  enable  us  to  import  largely  from  the  West; 
not  only  to  obtain  that  additional  trade,  but  with  that  as  an  alternative 
for  surplus,  our  export  trade  by  sea  would  assume  large  proportions. 
The  vessel,  owned  or  chartered,  now  acts  with  caution,  fearing  that  the 
tonnage  may  exceed  the  volume  of  freight  offering.  The  grain  opera- 
tor, if  he  now  orders  in  excess  of  the  tonnage,  has  no  alternative  but  to 
store  until  relieved  by  additional  arrival  of  vessels." 

Mr.  McLennan  farther  states  that  in  1872  there  was  a  surplus  of  over 
a  million  bushels  held  at  Montreal,  iu  consequence  of  the  lack  of  ocean 
tonnage  to  transport  it  abroad,  and  that  in  1873,  in  consequence  of  the 
caution  of  traders,  a  million  bushels  more  could  have  been  exported  at 
Montreal  than  were  actually  received.  It  is  true  that  this  amount  is 
very  small  in  comparison  with  the  great  bulk  moved  east.  But  it  would 
doubtless  be  largely  increased  by  the  remission  of  duties  on  re-exporta- 
tions, whereby  an  alternative  would  be  afforded  to  the  Montreal  pur- 
chaser which  would  enable  him  to  compete  in  the  New  England  mar- 
kets, and  thus  secure  himself  against  loss  in  the  event  of  a  lack  of 
tonnage  to  ship  his  surplus  to  Great  Britain.  This  would  prove  of 
great  benefit  both  to  the  western  producer  and  the  New  England  con- 


TRANSPORTATION    TO    THE    SEABOARD. 


35 


sumer:  to  the  producer  because  it  would  largely  increase  competition 
in  the  carrying-trade  of  the  lakes,  and  thereby  tend  to  prevent  the 
extravagant  charges  made  by  vessel-owners  during  the  pressure  of 
traffic  which  always  occurs  in  the  fall  mouths.  It  would  also  contribute 
toward  the  overthrow  of  the  railway  monopoly,  which,  as  we  have  seen, 
has  substantially  taken  possession  of  steam  -navigation  on  the  lakes. 
The  freedom  of  transporting  western  products  via  Montreal  would  be 
an  advantage  to  the  New  England  consumer,  because  it  would  give  him 
the  benefits  of  cheap  water-transportation  for  a  large  part  of  the  dis- 
tance from  the  West,  and  of  reduced  railway  charges  by  reason  of  such 
water  competition.  This  subject  will  again  be  referred  to  in  another 
connection. 

The  exports  of  oats  and  barley  from  the  United  States  to  Canada  are 
very  small,  as  Canada  produces  a  large  surplus  of  both  these  grains. 
Eye  is  not  mentioned  in  the  commercial  statistics  of  Montreal.  We 
therefore  assume  the  shipments  of  wheat,  wheat-flour,  and  corn  from 
Montreal  to  represent  the  total  shipment  of  grain  from  the  Western 
States  by  that  route.  The  following  table  gives  the  quantity  of  west- 
ern grain  received  at  Montreal  and  at  New  York  for  10  years : 


Year. 

Western  grain 

received    at 
Xew  York. 

Western  grain 

received     at 
Montreal. 

Bushels. 
65,  320, 158 
53,  323,  903 
52,  918,  983 
55,  289,  763 
47,  484,  262 
58, 125,  725 
62, 174,  663 
65,  781,  264 
86, 131,  705 
87,  381,  040 

Bushels 
6, 151,  521 

6,  289,  824 

5,  388,  291 

4,541,892 

4,  928,  830 

4,  980,  709 

10,  050,  651 

10,  368,  899 

14,  641,  630 

15,  213,  029 

633,  931,  466 

82,  555,  276 

This  table  includes  grain  received  at  New  York  by  coastwise  vessels. 

It  appears  from  this  statement,  that  during  the  period  of  ten  years 
(1863  to  1872  inclusive)  the  receipts  of  western  grain  at  Montreal  and 
at  New  York  were  as  follows  : 

Bushels. 

deceived  at  New  York 633,  931,  466 

deceived  at  Montreal 82,  555,  276 

Of  the  total  receipts  at  the  two  cities  87  per  cent,  was  received  at 
New  York  and  13  per  cent,  at  Montreal.  The  quantity  received  at  the 
two  ports  during  the  first  five  years  of  the  period  (1863  to  1867) 
amounted  to  301,637,427  bushels,  of  which  91  per  cent,  was  received  at 
New  York  and  9  per  cent,  at  Montreal,  and  the  total  quantity  received 
at  the  two  ports  during  the  last  five  years  of  the  period  mentioned 
amounted  to  414,849,315  bushels,  of  which  86.7  per  cent,  was  received  at 


36 


TRANSPORTATION    TO    THE    SEABOARD. 


New  York  and  13.3  per  cent,  at  Montreal,  showing  that  the  relative 
amount  of  the  receipts  of  western  grain  at  the  two  ports  had  remained 
nearly  the  same.  By  comparing  the  total  receipts  at  New  York  and  at 
Montreal  during  the  two  periods  of  five  years  mentioned,  it  appears  that 
the  increased  receipts  at  New  York  amounted  to  85,257,328  bushels,  and 
the  increased  receipts  at  Montreal  to  27,954,5G0  bushels.  A  table  may 
be  found  on  page  56  of  the  appendix  which  gives  in  detail  the  shipments 
of  wheat,  wheat-flour,  and  corn  at  New  York  and  at  Montreal  for  eleven 
years. 

It  is  also  a  matter  of  interest  to  note  the  relative  proportion  of  re- 
ceipts at  New  York  and  at  Montreal  by  water  and  by  rail.  The  statistics 
of  movement  are  exhibited  in  the  following  table,  the  shipments  to 
Montreal  including  wheat,  wheat-flour,  and  corn,  and  the  shipments  to 
New  York  including  wheat,  flour,  corn,  rye,  oats,  and  barley : 

Receipts  of  western  grain  at  New  York  and  at  Montreal  by  water  and  by  rail. 


Tear. 


1870 

1871 

1872 

Total 


RECEIVED  AT — 


New  York . 


Montreal. 


Water. 


Bushels. 
33,  633,  694 
51,  818, 172 
49,  871,  757 


135,  323,  623 


Rail. 


Water.  Rail 


Bushels.        Bushels.  Bushels. 

29,  728, 190  ,     8,  857,  669  2,  509.  709 

32,100,675     12,383,212  ;  3,296,046 

35,  474,  465  ;  13,  203,  910  ]  3,  266,  699 


97,  303,  330  j  34,  444,  791  j  9,  072,  454 


It  appears  that  during  these  years,  1870,  1871,  and  1872,  the  receipts 
at  New  York  were  by  rail  97,303,330  bushels,  and  by  canal  and  Hudson 
River  135,323,623  bushels,  or  41.8  per  cent,  by  rail  and  58.2  per  cent,  by 
canal  and  Hudson  River.  During  the  same  period  the  receipts  at  Mon- 
treal were  by  rail  9,072,454  bushels,  and  by  canal  34,444,791  bushels,  or 
79.2  per  cent,  by  canal  and  20.8  by  rail. 

It  is  impossible  to  state  separately  the  quantity  of  wheat  and  wheat- 
flour  received  at  Montreal  from  the  Western  States  and  from  the  prov- 
ince of  Ontario.  It  may  be  assumed  that  almost  all  the  wheat  and 
wheat-flour  and  corn  received  at  Montreal  via  the  Saint  Lawrence  River 
comes  from  the  United  States.  But  a  very  large  portion  of  the  receipts 
of  wheat  and  wheat-flour  by  the  Grand  Trunk  Railway  are  undoubtedly 
the  production  of  Canada.  This  is  evident  from  the  following  state- 
ment : 

Receipts  of  wheat,  wheat-flour,  and  corn  at  Montreal  during  the  year  1872. 

Received  by  Grand        Received  by  Saint 
Trunk  Railroad.  Lawrence  River. 

Wheat  (bushels) 528, 764  4, 136, 550 

Wheat-flour  (barrels) 607, 319  314, 649 

Corn  (bushels) 5, 000  7, 651. 440 


TRANSPORTATION    TO    THE    SEABOARD. 


37 


All  the  corn  received  at  Montreal  is  imported  from  the  United  States, 
yet  less  than  one  per  cent,  of  the  receipts  were  by  rail. 

It  is  probable,  therefore,  that  only  a  small  part  of  the  wheat  and  wheat- 
flour  received  at  Montreal  by  rail  is  the  product  of  the  Western  States.* 

The  comparative  statements  as  to  the  receipts  of  western  grain  at 
New  York  and  at  Montreal  are  somewhat  more  favorable  to  Montreal 
than  they  would  be  if  only  western  grain  were  included.  Still,  the  differ- 
ence is  so  small  that,  for  the  purposes  of  such  general  comparisons  as 
those  here  instituted,  the  results  arrived  at  are  substantially  correct. 

Grain  and  flour  received  at  Montreal  from  the  Western  States  by  rail 
is  principally  shipped  from  Chicago  and  Milwaukee  to  ports  on  Lake 
Huron,  and  thence  to  Montreal  by  the  Grand  Trunk  Railway.  The  aver- 
age all-rail  rate  from  Chicago  to  Montreal  during  the  year  1872  was  9£ 
cents  per  bushel  higher  thau  the  average  water-rate.  This  fact,  of  course, 
prevents  all-rail  shipments  except  during  the  months  when  navigation 
is  closed,  and,  under  exceptional  circumstances,  during  the  summer 
season,  when  the  all-rail  rates  are  much  below  the  average  for  the  year. 

The  relative  quantities  of  wheat,  wheat-flour,  and  corn  exported  from 
Montreal  and  from  New  York  to  foreign  countries  are  shown  by  the  fol- 
lowing table: 

Statement  showing  the  quantity  of  wheat,  wheat-flour,  and  corn,  in  bushels,  exported  from 
New  York  and  from  Montreal  each  year  from  1856  to  1872,  inclusive. 


Tear. 

Exported  from — 

Tear. 

Exported  from — 

New  York. 

Montreal. 

New  Tork. 

Montreal. 

1856 

1857 

16,  492,  538 
21,011,750 
10,  706,  395 
6,  263,  722 
8,  803,  327 
40, 189,  883 
56,  943.  942 
49,  567,  522 
30,  018,  158 

1,  817,  690 
1,  965,  397 

1,  574,  047 
537,  898 

2,  918,  647 
9,  758,  580 

10,  963,  988 
7, 151,  521 
6,  289,  825 

1  1865  

1866    

13,  864,  147 

4,  389,  291 
4,  541,  892 

1858 

1860 

1861 

1862 

1863 

1867 

1868 

1869 

1870 

1871 

1872    

14,  240,  247 
19,  579,  536 
17,  234,  452 
29,  011,  391 
31,  941,  546 
41,341,341 

4,  818,  830 
4,  940,  709 
10,  050,  651 
10,  368.  899 
14,  641,  630 
15, 113,  029 

1864 

It  appears  that  during  the  first  five  years  of  this  period  there  were 
exported  from  New  York  63,277,732  bushels,  and  from  Montreal  8,813,679 
bushels.  During  the  last  five  years  there  were  exported  from  New  York 
139,098,266  bushels,  and  from  Montreal  55,114,918  bushels. 

During  the  first  period  of  the  total  exports  at  the  two  ports  88  per 
cent,  was  from  New  York  and  12  per  cent,  from  Montreal,  while  during 
the  last  period  72  per  cent,  was  from  New  York  and  28  per  cent,  from 
Montreal.  Comparing  the  exports  at  each  of  the  two  ports  during  the 
periods  of  five  years  mentioned,  it  appears  that  the  increased  exports 
at  New  York  amounted  to  75,820,534  bushels,  and  the  increased  exports 
at  Montreal  to  46,301,239  bushels. 

*  The  board  of  trade  reports  of  Montreal  do  not  observe  the  distinction  of  American 
and  Canadian  grain  in  their  statements  of  receipts  and  shipments. 


38  TRANSPORTATION    TO    THE    SEABOARD. 

Almost  the  entire  exports  of  breadstuff's  from  Canada  are  shipped  to 
Great  Britain,  and,  as  stated,  consist  almost  exclusively  of  the  cereal 
products  of  the  United  States. 

About  80  per  cent,  of  the  foreign  exports  of  breadstuff's  from  the 
United  States  are  shipped  to  Great  Britain,  either  through  ports  of 
the  United  States  or  through  Montreal.  The  exportation  of  cereals 
from  the  Western  States  to  foreign  markets,  therefore,  depends  almost 
entirely  upon  the  British  markets. 

But  Great  Britain  draws  her  supply  of  breadstuff's,  not  only  from  the 
United  States,  but  from  Bussia,  Turkey,  Austria,  Germany,  Chili,  Aus- 
tralia, and  other  countries.* 

Now  there  are  various  causes,  such  as  the  scarcity  or  abundance  of 
crops- in  one  or  more  of  these  countries,  the  ruling  rate  of  ocean  freights, 
or  a  general  reduction  of  prices  which  may,  during  any  one  season,  cause 
the  supply  from  a  particular  country  to  drop  out  of  the  British  market 
entirely,  and  that  without  affecting  the  aggregate  importation  of  bread- 
stuff's into  Great  Britain.  In  consequence  of  this  fact  we  find  that  the 
shipment  of  grain  to  Great  Britain  is  a  very  fluctuating,  and,  conse- 
quently, a  very  uncertain  business.  This  is  shown  by  the  shipments  of 
wheat  from  Montreal  during  certain  years:  in  1862,  6,500,000  bushels; 
in  1866,  83,278  bushels;  in  1867,  1,576,528  bushels;  in  1871,  7,680,000 
bushels,  and  in  1872,  3,^18,000  bushels. 

The  quantity  of  corn  exported  from  Montreal  each  year  during  the 
last  ten  years  has  varied  from  6,013  bushels  to  7,516,000  bushels. 

The  exports  of  grain  from  ports  of  the  United  States  to  Great  Britain 
show  corresponding  fluctuations.  Within  the  last  ten  years  the  exports 
of  wheat  to  Great  Britain  have  varied  from  2,582,000  bushels  to 
33,138,000  bushels,  and  the  exports  of  corn  from  66,000  bushels  to 
25,786,000  bushels. 

These  fluctuations  in  the  export  trade  to  Great  Britain  are  of  course 
prejudicial  to  the  interests  of  trade,  and  affect  the  cost  of  transport  of 
grain  via  the  Montreal  route  to  a  very  considerable  extent.  The  trans- 
portation of  grain  eastward  by  the  Erie  Canal  and  by  railroads  in  the 
United  States  depends,  however,  mainly  upon  the  demands  of  our  home 
market,  which  are  quite  constant,  and  exceed  by  fully  75  per  cent,  the 
entire  exports  of  grain  from  the  United  States  to  foreign  countries. 

The  fluctuations  in  the  shipment  of  grain  to  Montreal,  in  connection 
with  the  fact  that  Canadian  vessels  are  not  allowed  to  engage  in  trade 
between  American  ports,  give  to  American  vessels  a  very  decided  ad- 
vantage over  Canadian  vessels  in  the  commerce  of  the  lakes.  It  is 
stated  upon  reliable  authority  that  fully  three-fourths  of  the  grain 
shipped  from  lake  ports  to  Kingston,  at  the  lower  end  of  Lake  Ontario, 
is  carried  in  American  vessels. 

*  Tables  may  be  found  cm  page  74  and  75  of  the  appendix  which  give  the  quantity 
of  wheat  and  corn  imported  into  Great  Britain  from  various  countries. 


TRANSPORTATION    TO    THE    SEABOARD.  39 

Comparative  cost  of  transportation  by  the  two  routes. 

By  referring  to  the  table  on  page  16  it  will  be  seen  that  the  average 
freight  charges  on  wheat  by  lake,  canal,  and  Saint  Lawrence  Eiver  to 
Montreal,  and  by  lake,  Erie  Canal,  and  Hudson  River  to  New  York,  dur- 
ing the  years  1871  and  1872,  were  as  follows: 


Freight-charges  on  wheat  from — 


Rate  per  bushel. 


1871. 


1872. 


Chicago  to  New  York . 
Chicago  to  Montreal. . . 


Less  to  Montreal. 


Cents. 
21.6 
18.8 

2.8 


Cents. 
26.  C 
24.1 

2.5 


The  average  ocean -freights  on  wheat  by  steam-vessels  from  Montreal 
to  Liverpool  and  from  New  York  to  Liverpool  during  the  years  1871  and 
1872  appear  to  have  been  as  follows: 


Rate  per  bushel. 


Freight-charges  on  wheat  from — 


1871.        1872. 


Cents. 

Montreal  to  Liverpool  (ocean  steamers) 25. 1 

New  York  to  Liverpool  (ocean  steamers) 20. 1 

Less  from  New  York  to  Liverpool 5.  0 


Cents. 
25.  7 
19.2 


The  through-freight  charges  from  Chicago  to  Liverpool  via  Montreal 
and  via  New  York  appear  to  have  been  as  follows : 


Freight-charges  on  wheat  from — 

Average  rate  Chicago 
to  Liverpool. 

1871. 

1872. 

Cents. 
43.9 
41.7 

Cents. 
49.8 

45.8 

2.  2 

4.  0 

It  appears  that  the  average  freight-charges  by  the  water-route  from 
Chicago  to  Montreal  are  less  than  the  average  freight-charges  by  the 
water-route  from  Chicago  to  New  York,  but  that  the  average  ocean 
freight-charges  from  New  York  to  Liverpool  are  less  than  the  average 
ocean  freight-charges  from  Montreal  to  Liverpool,  although  the  distance 
from  New  York  is  200  miles  greater  than  the  distance  from  Montreal. 

The  total  freight-charges  from  Chicago  to  Liverpool  were  2.2  cents 
greater  by  the  Montreal  route  than  by  the  New  York  route  in  1871,  and 
4  cents  greater  by  the  Montreal  route  than  by  the  New  York  route  in  1872. 


40 


TRANSPORTATION    TO    THE    SEABOARD. 


If  we  add  the  incidental  charges  of  transferring  from  one  vessel  to  an- 
other, and  marine  insurance,  to  the  freight-charges,  we  shall  obtain  the 
following  comparative  statement  as  to  the  cost  of  transporting  wheat 
and  corn  from  Chicago  to  Liverpool  during  the  year  1872  r 

Total  cost  of  transporting  wheat  from,  Chicago  to  Liverpool  in  1872,  including  transfer-charges 

and  insurance. 


Wheat. 

Corn. 

53.  7 
56.5 

Cents. 
44.  5 

45.  1 

2.5 

0.6 

Wheat. 

Corn. 

Cents. 

51.4 
57.1 

Cents. 
44.  1 

45.7 

5.7 

1.6 

The  above  statements  indicate  that  the  entire  cost  of  transport  from 
Chicago  to  Liverpool  via  Montreal  is  in  each  case  less  by  the  New  York 
route  than  by  the  Montreal  route. 

The  fact  that  the  average  ocean  rates  from  New  York  to  Liverpool  are 
so  much  less  than  the  average  ocean  rates  from  Montreal  to  Liverpool, 
although  the  distance  from  New  York  is  greater,  is  chiefly  due  to  the 
following  causes: 

1st.  The  commerce  of  Montreal  is  suspended  by  ice  about  five  mouths 
each  year,  whereas  the  harbor  of  New  York  is  never  closed.  A  constant 
and  reliable  channel  is  one  of  the  most  important  conditions  of  a  large 
and  prosperous  commerce. 

2d.  The  dangers  and  difficulties  of  navigation  by  the  Montreal  route, 
on  account  of  fogs  and  ice  during  several  weeks  after  the  opening  and 
before  the  closing  of  navigation,  also  add  to  the  cost  of  transport  by 
that  route,  Montreal  being  situated  980  miles  from  the  ocean  by  the  way 
of  the  straits  of  Belle  Isle. 

The  average  annual  difference  in  the  rates  of  insurance  from  New 
York  to  Liverpool  and  from  Montreal  to  Liverpool  are  as  follows: 


Average  rate  for  the  year. 


Sailing-vessels.    Steam-vessela 


Xfit  York  to  Liverpool li  per  cent. 

Montreal  to  Liverpool 2J  per  cent. 

In  favor  of  New  York  route I    1   per  cent. 


1    per  cent, 
li  per  cent. 


i  per  cent. 


The  difference  of  one  per  cent,  on  wheat  transported  in  sailing-ves- 
sels during  the  year  1S72  amounted  to  H  cents  per  bushel,  and  the  dif- 


TRANSPORTATION  TO  THE  SEABOARD.  41 

ference  of  £  per  cent.,  when  transported  in  steam-vessels,  amounted  to 
iV  of  a  cent  per  bushel.  This  accounts  for  the  fact  before  stated,  that  the 
difference  in  the  freights  in  sailing-vessels  between  New  York  and  Liver- 
pool and  between  Montreal  and  Liverpool  is  greater  than  the  same  differ- 
ence in  steam-vessels.  The  rate  of  insurance  on  grain  carried  in  sailing- 
vessels  rises  to  Oi  per  cent,  in  the  month  of  November,  but  is  never 
greater  than  3i  per  cent,  on  grain  shipped  in  steamers. 

A  statement  showing  the  average  rates  of  insurance  between  Mont- 
real and  Liverpool  may  be  found  on  page  52  of  the  appendix.  This 
statement  was  furnished  to  the  committee  by  Hon.  Hugh  McLennan, 
president  of  Board  of  Trade  of  Montreal. 

3d.  There  is  a  larger  and  much  more  constant  supply  of  tonnage 
seeking  freights  at  New  York  than  at  Montreal.  This  is  due  to  the  im- 
mense ocean  commerce  at  New  York.     The  comparative  tonnage  entered 

at  these  two  ports  in  the  vear  1872  was  as  follows : 

f 

Entered  at  the  port  of  New  York 3,  909, 339  tons. 

Entered  at  the  port  of  Montreal 391,  926  tons. 

The  tonnage  entered  at  Montreal  was  only  10  per  cent,  of  the  tonnage 
entered  at  New  York. 

On  page  79  of  the  appendix  may  be  found  a  table  giving  the 
tonnage  entered,  imports  and  exports  at  Montreal  and  at  New  York  for 
the  twenty  years,  1852  to  1S72,  inclusive. 

Vessels  arriving  at  New  York  in  ballast,  or  with  partial  cargoes,  are 
much  more  likely  to  secure  remunerative  outward  cargoes  than  vessels 
entering  at  Montreal  in  like  case. 

The  actual  charges  for  transporting  grain  by  any  particular  route  do 
not  alone  determine  the  amount  of  grain  which  may  be  shipped 
by  that  route.  Such  charges  depend  very  much  upon  the  general  com- 
merce of  the  port.  This  fact  has  been  very  clearly  stated  by  the  Hon. 
Hugh  McLennan,  president  of  the  Montreal  Board  of  Trade,  in  a  letter 
addressed  to  the  chairman  of  this  committee,  dated  November  1,  1873. 
(See  appendix,  page  171.)  "No  one  port  can  increase  its  grain-trade 
largely  out  of  proportion  to  the  other  business  of  tlie  port.  Any  large 
increase  enhances  the  cost  of  ocean  freights  and  other  charges  to  a  point 
that  will  give  some  rival  port  the  next  opportunity/' 

"  The  ocean  tonnage  which  could  be  secured  for  the  grain  trade  of  the 
Saint  Lawrence  has,  therefore,  been  the  measure  of  our  imports  of  grain 
in  the  past." 

In  other  words,  the  available  amount  of  tonnage  at  Montreal  for  the 
transport  of  grain  is  confined  to  those  vessels  which  arrive  at  that  port 
either  with  full  or  partial  cargoes,  as  the  ruling  grain  freights  do  not 
pay  the  expenses  of  a  round  voyage.  This  is  equally  applicable  to  the 
grain  trade  of  ports  of  the  United  States. 

The  total  eastward  movement  of  grain  from  the  Western  States  dur- 


42  TRANSPORTATION    TO    THE    SEABOARD. 

ing  the  year  1872  amounted  to  178,021,426  bushels,  of  which  15,113,021} 
bushels  were  shipped  to  Canada,  and  102,008,397  bushels  were  shipped 
to  the  Atlantic  States. 

It  appears,  therefore,  that  the  Montreal  route  can  be  considered  a 
competitor  for  only  about  8  per  cent,  of  the  entire  eastward  shipments 
of  grain  from  our  Western  and  Northwestern  States,  and  this  amount 
as  stated  represents  almost  exclusively  shipments  to  Great  Britain. 
This  fact  seems  to  limit  the  magnitude  of  the  possible  shipments  of 
American  wheat  and  corn  from  Montreal. 

While,  therefore,  the  shipment  of  grain  to  Great  Britain  via  the  Mon- 
treal route  can  only  increase  with  the  increase  of  the  total  business  of 
that  port,  it  is  evident  that  even  if  the  charges  for  internal  transport 
be  nearly  the  same,  the  great  bulk  of  the  eastward  shipments  of  grain 
for  export  to  Great  Britain  and  other  foreign  countries  must  for  many 
years  be  made  from  the  Atlantic  and  Gulf  ports  of  the  United  States, 
and  that,  under  the  present  system*  of  duties,  almost  the  entire  trans- 
portation of  grain  from  the  West  to  our  home  markets  must  be  over 
rail  and  water-routes  in  our  own  country. 

The  movement  of  grain  from  the  Western  States  to  the  Gulf  States. 

The  committee  have  not  been  able  to  procure  as  satisfactory  data  in 
regard  to  the  southern  movement  of  grain  as  in  regard  to  the  eastern 
movement. 

The  shipments  from  Cincinnati  and  Saint  Louis  have  been  furnished 
by  the  boards  of  trade  of  these  cities.  Mr.  John  Newell,  president  of 
the  Illinois  Central  Bailroad,  has  furnished  the  data  as  to  the  amount 
of  grain  delivered  by  that  road  at  Cairo,  and  Mr.  Albert  Fink,  vice- 
president  and  general  superintendent  Louisville,  Nashville  and  Great 
Southern  Bailroad,  has  given  the  quantity  shipped  south  at  Nashville, 
the  chief  distributing  point  for  rail  shipments  through  the  States  of 
Keptucky  and  Tennessee. 

This  data  affords  but  a  partial  view  of  the  entire  southern  shipments. 
The  committee  have  not  been  able  to  procure  data  as  to  the  shipments 
by  river  at  the  small  towns  and  landing-places  on  the  Ohio  and  Missis- 
sippi. 

The  southern  shipments  during  the  year  1872,  according  to  the  data 

obtained,  were  approximately  as  follows : 

Bushels. 

From  Saint  Louis 15,  750,  202 

From  Cincinnati  .    . .   2,  781, 127 

From  Cairo 4, 0G4, 890 

From  Nashville - 5, 356, 184 

28, 855, 403 
The  sbipinents  from  Saint  Louis  were — 

Bushels. 

By  river 12, 134.  598 

By  railroad 3,  615,  604 


TRANSPORTATION    TO    THE    SEABOARD.  43 

The  returns  of  the  Board  of  Trade  of  Cincinnati  do  not  indicate  the 
amounts  shipped  by  river  and  by  railroad.  It  is  believed,  however,  that 
the  shipments  were  chiefly  by  river. 

The  shipments  from  Cairo  by  rail  and  by  river  are  not  known.  It  is 
estimated  that  about  30  per  cent,  of  the  entire  southern  shipments  were 
by  rail,  and  70  per  cent,  by  river. 

From  all  the  information  which  can  be  obtained,  the  southern  move- 
ment in  the  year  1872  is  estimated  at  35,000,000  bushels. 

The  total  movement  of  grain  from  the  Western  States  during  the 
year  1872  appears,  therefore,  to  have  been  as  follows: 

Bushels. 

Eastward 178, 021,  426 

Southern 35,  000,  000 

Total 213,  021,  426 

Th,e  facts  stated  in  regard  to  the  economy  of  rail  transport  from  the 
West  to  the  East  apply,  in  a  more  marked  degree,  to  rail  shipments  from 
the  West  to  the  South.  Owing  to  the  greater  extent  of  territory  in  the 
Gulf  States,  through-freight  lines  by  means  of  combinations  and  run- 
ning connections  between  the  West  and  the  South  afford  correspondingly 
greater  advantages  for  internal  distribution,  on  account  of  the  shorter 
distances  and  the  saving  of  transfer-charges,  than  existing  or  possible 
water-lines. 

The  development  of  southern  markets  for  the  grain  of  the  North- 
west is  believed  to  be  a  subject  of  very  great  commercial  importance. 
The  States  of  South  Carolina,  Georgia,  Alabama,  Tennessee,  Mississippi, 
Arkansas,  Louisiana,  and  Texas  constitute,  beyond  doubt,  the  largest 
and  most  valuable  cotton-growing  area  on  the  surface  of  the  globe.  The 
soil  and  climate  of  a  large  part  of  these  States  are,  however,  unfavorable 
to  the  profitable  culture  of  cereals.  The  States  of  Ohio,  Indiana,  Illinois, 
Michigan,  Arkansas,  Wisconsin,  Minnesota,  Iowa,  Nebraska,  Missouri, 
and  Kansas,  on  the  other  hand,  embrace  the  most  extensive,  and  by  far 
the  richest,  grain-producing  area  in  the  world.  Owing  to  the  cost  of 
transport  of  the  cereals  of  the  West  to  the  South  Atlantic  and  Gulf 
States,  the  demand  for  breadstuffs  causes  thousands  of  acres  of  land  to 
be  diverted  to  the  unprofitable  culture  of  wheat  and  corn,  where  cotton 
might  be  much  more  profitably  cultivated,  if  cheap  breadstuffs  could  be 
procured  elsewhere.  With  cheap  and  direct  transportation  provided 
between  the  grain  States  and  the  cotton  States  the  interests  both  of  the 
producers  of  cotton  and  of  grain  would  be  subserved. 

This  saving  in  the  cost  of  transportation  would  accrue  to  producer 
and  consumer  alike.  The  distance  from  the  center  of  the  grain-produ- 
cing area  in  the  Western  States  to  England  is  about  4,500  miles,  and  the 
distance  from  the  central  line  of  production  of  the  grain-producing 
States  to  the  central  line  of  the  cotton  belt  is  about  800  miles.  If  the 
entire  quantity  of  grain  now  shipped  to  Great  Britain  could  be  sent  to 


44 


TRANSPORTATION    TO    THE    SEABOARD. 


the  cotton  States,  and  the  withdrawal  of  our  foreign  exports  of  grain  be 
supplemented  by  an  increased  exportation  of  cotton,  a  vast  saving  would 
he  effected  in  the  aggregate  cost  of  transporting  those  two  products  from 
the  producer  to  the  consumer.    This  may  be  illustrated  as  follows : 

The  value  of  cotton  in  England  in  1872  averaged  $18.44  (gold)  per  100 
pounds,  the  value  of  wheat  $3.10  per  100  pounds,  and  the  value  of  corn 
$1.01  per  100  pounds.  Assuming  that  the  cost  of  transportation  from 
the  point  of  production  of  both  grain  and  cotton  to  Great  Britain  to  be 
90  cents  per  100  pounds,  the  cost  of  transporting  these  three  commodi- 
ties would  bear  the  following  proportions  to  the  value  of  each  in  Great 
Britain.    The  values  here  stated  are  in  gold : 


Commodities. 

act 

"*  d 

<k 
■- 
c 
ft 
d    • 

£° 
o 

tr. 

6 

Difference  between 
value  of,  iu  Eng 
land,  and  cost  of 
transportation. 

Percentage,  which 
cost  of  transport 
is    of   value    in 
Great  Britain. 

$18  44 
3  10 
1  61 

$0  90 
90 
90 

$17  54 

2  20 

71 

5  per  ct. 
29  per  ct. 
50  per  ct. 

Wheat 

While  the  cost  of  transportation  is  only  5  per  cent,  of  the  value  of 
cotton  at  Liverpool,  it  is  29  per  cent,  of  the  value  of  wheat  and  50  per 
cent,  of  the  value  of  corn  at  Liverpool. 

The  value  of  cotton  at  New  Orleans  during  the  same  year  was  $19.28 
per  hundred  pounds  in  currency;  the  value  of  wheat  at  Chicago  was 
$1.22.6  per  bushel,  and  the  value  of  corn  40.2  cents  per  bushel.  The 
cost  of  transporting  to  Liverpool  at  the  average  rates  of  freight  during 
the  year  1872  was  G  per  cent,  of  the  home  value  of  cotton,  44  per  cent. 
of  the  home  value  of  wheat,  and  111  per  cent,  of  the  home  value  of  corn. 
If,  however,  the  producers  of  wheat  and  corn  could  send  the  products  of 
their  labor  to  home  markets  in  the  Southern  States  at  only  one-third  of 
the  cost  of  its  transport  to  Great  Britain,  and  the  withdrawal  of  Amer- 
ican grain  in  the  British  markets  be  supplemented  by  increased  exports 
of  cotton,  it  is  evident  that  the  cost  of  transporting  our  aggregate  sur- 
plus products  of  grain  and  cotton  would  be  very  much  less  than  at  the 
present  time. 

If  the  additional  facilities  so  much  needed  for  securing  cheap  trans- 
portation between  the  grain-producing  and  cotton-producing  States  are 
provided,  we  may  expect  to  see  a  very  large  increase  in  the  shipment  of 
cereals  from  the  Western  States  to  the  Gulf  States,  and  also  a  large  in- 
crease in  the  production  of  cotton  in  the  Gulf  States. 

That  the  Southern  States  can  supply  to  foreign  countries  a  very  much 
larger  quantity  of  cotton  than  is  now  exported  is  evident  from  the  fol- 
lowing facts : 

During  the  year  1800  the  imports  of  cotton  into  Great  Britain  from 


TRANSPORTATION    TO    THE    SEABOARD.  45 

the  United  States  amounted  to  1,115,890,608  pounds,  and  from  all  other- 
countries  275,048.144  pounds:  whereas,  during  the  year  1872,  the  im- 
ports from  the  United  States  were  625,600,080  pounds,  and  from  all 
other  countries  783,237,302  pounds,  showing-  that  the  imports  from  the 
United  States  had  fallen  off  400,200,528  pounds,  while  the  imports  from 
all  other  countries  had  increased  508,180,248  pounds.  The  imports  of 
cotton  into  Great  Britain  from  the  United  States  in  1860  were  80  per- 
cent, of  the  total  imports,  and  in  1872  only  44J  per  cent,  of  the  total 
imports. 

Another  disadvantage  to  producers  of  wheat  and  corn  in  the  United 
States  incident  to  the  foreign  exportation  of  these  products  arises  from 
the  fact  that  in  all  commercial  dealings  in  this  country  prices  are  regu- 
lated almost  absolutely  by  the  ruling  prices  in  Liverpool  and  London ;  and 
this  fact  exists,  although  our  total  foreign  exports  of  wheat  and  corn  are 
not  more  than  3  per  cent,  of  the  entire  annual  production  of  those  cereals 
in  the  United  States.  Since  the  telegraph  has  become  so  potent  an  agent 
in  commercial  transactions,  the  daily  fluctuations  of  wheat  and  corn  at 
the  great  grain  markets  of  England  cause  corresponding  fluctuations 
at  Montreal,  at  New  York,  at  Buffalo,  at  Chicago,  and  at  every  market 
in  the  United  States.  If  we  could  provide  home  markets  for  our  entire 
products  of  wheat  and  corn,  prices  would  be  regulated  under  the  laws 
of  supply  and  demand,  by  the  rates  of  wages  which  prevail  in  this  coun- 
try instead  of  those  which  prevail  in  Europe.  As  the  rates  of  wages  in 
this  country  are  uniformly  higher  than  in  Europe,  it  is  evident  that  if 
home  markets  could  be  developed  for  our  entire  products  the  prices 
realized  by  the  producers  would  be  higher  than  could  be  expected  in 
the  markets  of  Europe. 

The  exportation  of  grain  from  ports  of  the  United  States  to  foreign  countries. 

The  following  tables  indicate  the  cause  of  trade,  in  so  far  as  relates 
to  the  exportation  of  grain  from  the  various  ports  of  the  United  States 
to  foreign  countries : 

Wheat  (including  wheat-four)  exported  at  the  principal  and  other  ports  of 
the  United  States  during  the  year  ending  June  30,  1873. 
Ports.  Bushels. 

New  York , 21, 221, 254 

San  Francisco , 17, 156, 104 

Lake  ports 6, 505,  786 

Baltimore 1,  651,  411 

Astoria  and  Portland,  Oreg 1,  070,  604 

Philadelphia 084,017 

Boston 048,  633 

New  Orleans 243, 027 

Portland,  Me 30, 304 

All  other  ports 814,  442 

Total 50,  733,  672 


46  TRANSPORTATION    TO    THE    SEABOARD. 

■Corn  exported  at  the  principal  anil  other  ports  of  the  United  States  during 
the  year  ending  June  30,  1873. 

Ports.  Bushels. 

New  York 20,  211,  512 

Baltimore 5,  869,  519 

Boston 947,  584 

Philadelphia. 2, 909, 150 

New  Orleans  946,  457 

Lake  ports 7,  408,  706 

All  other  ports 249,  002 

Total 38,541,930 

The  exports  of  wheat  and  corn  during  the  year  1872  amounted  to 
89,275,602  bushels.  The  total  exports  of  cereals  amounted  to  93,080,400 
bushels.  The  total  exports  of  wheat  and  corn  were,  therefore,  96  per 
cent,  of  the  total  exports  of  grain. 

The  foregoing  tables  need  no  explanation ;  they  clearly  indicate  the 
course  of  the  exports  of  grain  from  the  interior  to  foreign  countries. 

Attention  is  called  to  the  fact  that  the  exports  of  wheat  from  San 
Francisco,  Portland,  and  Astoria,  Oreg.,  amounted  to  18,235,708  bush- 
els. This  quantity  comprised  the  eutire  exportation  of  wheat  from  the 
Pacific  coast,  and  amounted  to  35  per  cent,  of  the  total  exports  of  wheat 
from  the  United  States  to  foreign  countries.  It  is  estimated  that  the  exports 
of  wheat  from  the  State  of  Oregon  during  the  year  ending  June  30, 1874, 
will  amount  to  nearly  five  million  bushels,  an  increase  of  nearly  four  million 
bushels  since  1872.  On  page  59  of  the  appendix  may  be  found  a  table 
showing  the  exports  of  wheat  and  corn  from  Portland,  Me.,  Boston, 
New  York,  Philadelphia,  Baltimore,  and  New  Orleans  each  year  from 
1856  to  1873,  inclusive.  This  table,  of  course,  shows  only  the  exporta- 
tion of  wheat  and  corn  produced  in  the  States  east  of  the  Rocky  Mount- 
ains. It  appears  that  during  the  first  five  years  of  the  period  men- 
tioned the  exports  from  New  York  amounted  to  63,277,732  bushels,  and 
the  exports  from  all  the  other  ports  mentioned  amounted  to  42,649,690 
bushels.  Also,  that  during  the  last  five  years  (1869  to  1873)  the  exports 
from  New  York  amounted  to  160,951,496  bushels,  and  that  the  exports 
from  all  the  other  ports  amounted  to  48,184,210  bushels.  Comparing  these 
results  for  the  two  periods  of  five  years,  it  appears  that  the  increased 
exports  at  New  York  amounted  to  97,673,764  bushels,  and  that  the  in- 
creased  exports  of  all  the  other  ports  amounted  to  5,534,520  bushels. 

FOREIGN  MARKETS. 

The  value  of  the  total  exports  of  breadstuffs  from  the  United  States 
during  the  fiscal  year  ending  June  30,  1873,  amounted  to  $83,633,815, 
and  the  value  of  wheat  and  corn  exported  amounted  to  $82,070,108. 
Wheat  and  corn  appeal",  therefore,  to  have  constituted  98  per  cent,  of  our 


TRANSPORTATION    TO    THE    SEABOARD. 


47 


'entire  foreign  exports  of  breadstuff's.  Our  principal  foreign  markets  are 
Great  Britain,  Canada,  the  West  Indies,  Central  American  States,  Brazil, 
China,  France,  Belgium,  and  Portugal.  The  relative  importance  of  these 
markets  is  exhibited  by  the  amount  of  the  exports  of  wheat  and  corn 
to  each  country  during  the  year  ending  June  30,  1872,  as  shown  in  the 
following  tables: 

Statement  showing  the  number  of  bushels  of  wheat,  including  wheat-four,  exported  from  the 
United  States  to  foreign  countries  during  the  fiscal  year  ending  June,  30,  1872. 


Countries. 


Bushels. 


Gre&t  Britain  and  Ireland 

Canada  and  other  British  possessions  in  North  America 

West  Indies  aud  Central  American  States 

Brazil 


'China  

France 

Belgium 

Portugal 

All  other  countries. 

Total  exports. 


Per  cent, 
to  each 
country. 


495,  859 

54 

096,  938 

16 

773,  858 

10 

719,  972 

5 

688,  309 

2 

130,  799 

4 

294,  635 

3.3 

447,  800 

1.1 

790,  317 

4.6 

37,  738,  487 


Note. — The  exports  to  Canada  are  properly  exports  to  Great  Britain  via  Montreal. 

Statement  showing  the  number  of  bushels  of  corn  exported  from  the   United  States  to  foreign 
countries  during  the  fiscal  year  ending  June  30.  1872. 


Countries. 


Bushels. 


Per  cent. 
tn  each 
country. 


25,  780,  359      72.  2 
7,  913,  582      22.  2 
834,  094       2.  4 
737, 014       2 

101,520        .5 

294,  421        .  7 

Total 

35,  726  990      100 

1 

Statement  showing  the  number  of  bushels  of  wheat  and  corn  exported  from  the  United  States  to 
foreign  countries  duriny  the  fiscal  year  ending  June  30,  1872. 


Countries. 


Bushels. 


Per  cent, 
to  each 
country. 


Great  Britain  and  Ireland 

Canada  and  other  British  possessions  in  North  America 

West  Indies  and  Central  American  States 

Brazil 

France 

Belgium  

Germany 

■China. 

Portugal 

All  other  countries 

Total 


282,  218 
010,  520 
607,  952 
719,  972 
592,  319 
294,  635 
737,014  i 
688,309 
447,800 
084,738 


2 

73,  465,  477 


63 

19.2 
6.3 
2.3 
2.2 
1.7 
1 
.9 
.6 
2.8 


In  foreign  markets  American  grain  comes  into  competition  with  the 
grain  products  of  all  other  grain-exporting  countries.     Our  exports  of 


48  TRANSPORTATION    TO    THE    SEABOARD. 

cereals  to  foreign  countries  on  this  continent  consist  chiefly  of  wheat- 
flonr.  In  these  markets  we  enjoy  decided  advantages  on  account  of 
their  proximity  to  us. 

The  following  statement  shows  the  total  exports  of  grain  from  the 
United  States  to  Great  Britain,  the  West  Indies,  and  South  America,, 
and  to  all  other  countries  : 

Wheat,  wheat-flour,  corn,  rye,  oats,  and  barley  exported  from  the  United  States  in  1873. 


Countries  to  which  exported. 


Great  Britain    

West  Indies,  Central  and  South  America 
All  other  countries 

Total 


Bushels. 


78,  313,  335 
8,  596,  968 
6, 170,  710 


93,  080,  413 


Per  cent. 


84.1 
9.3 
6.6 


100 


*  Exports  to  Canada  are  included  in  exports  to  Great  Britain,  as  the  exports  of  grain  from  the  West 
to  Canada  are  almost  entirely  exported  to  that  country. 

In  the  markets  of  Great  Britain,  however,  to  which  we  send  about 
84  per  cent,  of  our  entire  foreign  exports  of  grain,  we  meet  the  compe- 
tition of  every  other  grain-exporting  country,  and  upon  conditions  not 
particularly  favorable  to  us  with  respect  to  the  cost  of  transportation. 
The  United  Kingdom  of  Great  Britain  and  Ireland  imports  more  grain 
from  foreign  countries  than  do  all  other  countries  combined.  A  large 
proportion  of  the  wheat,  oats,  and  barley  consumed  is  produced  within 
her  own  territory,  but  almost  all  the  Indian  corn  consumed  is  imported 
from  abroad.  The  imports  of  grain  into  Great  Britain  appear  to  be 
steadily  increasing.  During  the  five  years,  1SG0  to  1804,  she  imported 
from  other  countries  97,386,181  bushels  ofcorn  and  332,132,715  bushels 
of  wheat. 

Daring  the  five  years,  1868  to  1872,  she  imported  171,559,362  bushels 
of  corn  and  391,592,111  bushels  of  wheat,  the  increased  importation  of 
wheat  amounting  to  59,459,369  bushels,  and  the  increased  importation 
of  corn  amounting  to  77,173,181  bushels.  (See  statements,  on  page  72 
of  the  appendix.) 

It  was  estimated  that  during  the  5  years,  1862  to  1866,  the  average 
annual  consumption  of  wheat  in  the  United  Kingdom  amounted  to 
184,000,000  bushels.  Her  average  imports  during  the  same  period 
amounted  to  61,325,253  bushels,  or  33^  per  cent,  of  her  total  consump- 
tion. But  her  total  imports  of  wheat  during  the  year  1872  amounted  to 
88,877,406  bushels,  or  48  per  cent,  of  her  estimated  annual  consumption. 

Our  principal  competitors  in  the  wheat  markets  of  Great  Britain  are 
Russia,  Germany,  Egypt,  Turkey,  Wallachia  and  Moldavia,  Chili,  Aus- 
tralia, Denmark,  France,  and  Austria.     (See  appendix,  page  74.) 

The  imports  of  wheat  and  corn  into  Great  Britain  from  each  country 
during  the  thirteen  years — 1860  to  1872  inclusive — and  the  proportion 
from  each  country,  are  shown  in  the  following  tables : 


TRANSPORTATION    TO    THE    SEABOARD. 


49 


Summary  statement  of  wheat  (including  wheat-Hoar)  imported  into  tin  (/tiited  Kingdom  from 

1860  to  1872,  inclusive. 


Countries  whence  imported. 


Bushels. 


Percentage 
of  total  im- 
ported from 
each  country. 


United  States 257,852,380 

Russia 224,035,760 

Germany 154,761,283 

France 70,166,789 

British  North  America 55,  440,  657 

Egypt 32,232,606 

Turkey 25.636,830 

Denmark 16,  905,  758 

Chili 15,  854,  994 

"Wallachia  and  Moldavia 11,  048,  665 

Austria 9,673,485 

Spain 7,905,813 

Australia 4,728.839 

Italy •     3.110,929 

India 1.004.721 

Holland 691.942 

Sweden 570.  646 

Belgium 526.461 

Brazil 116,496 

Portugal 101.800 

Syria  and  Palestine 98, 136 

Italy  and  ( rreece •  0, 477 

Argentine  Confederation 46,  567 

Other  countries 7.  266,  574 

Total 899,848.608 


28.  555 

24.  785 

17.205 

7.705 

6.665 

3.485 

2.855 

1.825 

1.765 

1.225 

1.075 

.785 

.525 

.345 

.115 

.075 

.065 

.065 

.015 

.015 

.015 

.013 

.012 

.81 

100 


Summary  .statement  of  corn  (including  meal)  imported  into  the  United  Kingdom  from  1860  to 

187'2,  inclusive. 


Countries  whence  imported. 


United  States 

Turkey  

Wallachia  and  Moldavia. 
Russia. 


British  North  America 

France  

Egypt 

Italy 

Morocco 

Austria 

Germany 

Portugal 

Azores 


Denmark 

Other  ocuntries. 


Percentage 


Total . 


Bushels. 

ported  from 

each  country. 

123.  273,  007 

37.32 

107.  581,  577 

32.85 

30,  035.  171 

9.25 

25,  380.  477 

7.74 

17.  777,  509 

5.42 

6,231,208 

1.92 

4,  425, 151 

1.34 

4.  585,  566 

1.39 

2,  640,  861 

.95 

2.  044,  595 

.62 

797,  032 

.24 

481,  722 

.14 

167,771 

.05 

103, 192 

.04 

2,  395, 219 

.73 

327,  920.  058 

100 

During  the  thirteen  years  from  I860  to  1872,  inclusive,  35|  per  cent, 
of  the  wheat  imported  into  Great  Britain  came  from  the  United  States, 
and  24f  per  cent,  from  Russia,  the  imports  from  Canada  being  included 
in  imports  from  the  United  States,  as  they  consist  almost  exclusively 
of  wheat  produced  in  the  United  States.  The  average  value  of  wheat 
imported  from  all  countries  into  the  United  Kingdom  during  the  thir- 
teen years  from  1860  to  1872,  inclusive,  was  $1.47£  per  bushel.  Dur- 
ing that  period  the  average  value  of  wheat  imported  from  the  United 
States  was  $1.54£  per  bushel,  and  the  average  value  of  wheat 
imported  from  Eussia  $1.49£  per  bushel,  showing  that  the  value  of 
S.  Rep.  307 4 


50  TRANSPORTATION    TO    THE    SEABOARD. 

wheat  imported  from  the  United  States  was  7  cents  per  bushel  above 
the  average  value  of  all  the  wheat  imported;  that  the  value  of  the 
wheat  imported  from  Russia  was  only  2  cents  above  the  average  of  all 
the  wheat  imported,  and  5  cents  below  the  average  value  of  the  wheat 
imported  from  the  United  States.  During  the  five  years,  1860  to  1864 
inclusive,  the  imports  of  wheat  into  the  United  Kingdom  from  the 
United  States  amounted  to  127,047,126  bushels,  and  the  quantity  im- 
ported from  Russia  amounted  to  47,376,809  bushels:  but  during  the  last 
five  years,  186  S  to  1872,  the  imports  from  the  United  States  amounted 
to  only  116,462,380  bushels,  and  the  imports  from  Russia  amounted  to 
117,967,022  bushels,  showing  that  the  imports  from  the  United  States 
to  Great  Britain  had  not  only  decreased  relatively  with  respect  to  the 
imports  from  Russia,  but  also  that  they  had  actually  fallen  off  10,584,746 
bushels  during  the  last  five  years,  while  the  imports  from  Russia  had 
increased  70,590,213  bushels.  This  great  increase  in  the  imports  from 
Russia  is  mainly  due  to  improvements  in  the  means  of  transporting 
grain  from  the  interior  to  the  great  shipping  ports  on  the  Black  Sea. 

The  consumption  of  corn  in  Great  Britain  is  rapidly  increasing,  and 
the  United  States  is  her  chief  source  of  supply.  The  total  quantity  of 
corn  imported  into  Great  Britain  during  the  thirteen  years,  1860  to  1872, 
amounted  to  327,920,058  bushels,  of  which  141,050,516  bushels,  or  43 
per  cent.,  was  imported  from  the  United  States.  (See  statement  on  page 
75  of  appendix.)  The  imports  of  corn  from  British  ^Nbrth  America  are 
iucluded  in  the  above  statement  as  to  imports  from  the  United  States, 
a,s  the  entire  exports  of  coru  from  Canada  to  Great  Britain  are  produced 
in  our  Western  States  and  exported  by  the  way  of  Montreal. 

The  exportation  of  corn  from  this  country  appears  to  be  a  very  fluc- 
tuating trade.  The  cost  of  transporting  corn  from  the  Western  States 
to  Great  Britain  leaves  so  small  a  margin  of  profit  to  the  producer  that 
a  trifling  change  in  the  rates  of  freight,  or  a  reduction  of  the  price  in 
England,  caused  by  unusually  large  crops  in  other  countries,  or  short 
crops  in  the  United  States,  causes  almost  an  entire  suspension  of  the 
exportation  of  corn  from  this  country.  Referring  to  statement  on  page 
75  of  the  appendix,  it  appears  that  the  annual  import  of  corn  into 
Great  Britain  from  the  United  States  (including  Canadian  exports)  has 
ranged  from  82,000  bushels  to  41,000,000  bushels.  The  other  countries 
from  which  England  chieiiy  imports  corn  are  Turkey,  Russia,  Moldavia, 
and  Wallachia,  Austria,  France,  and  Egypt. 

While  abundance  or  scarcity  in  the  crops  of  these  several  countries 
and  the  relative  cost  of  transportation  must  always  have  a  marked 
effect  upon' our  exports  of  both  wheat  and  corn  to  Great  Britain,  the 
actual  falling  off  in  the  quantity  of  wheat  exported  from  the  United 
States  is  undoubtedly  due  to  the  greatly  increased  demands  of  our  home 
markets,  caused  by  the  development  of  manufacturing  industries  in  this 
country,  the  re-establishment  of  the  agricultural  interests  of  the  South, 
where  the  staple  products  are  cotton,  tobacco,  sugar,  and  rice,  together 


TRANSPORTATION    TO    THE    SEABOARD.  51 

with  the  greatly  improved  facilities  which  have  been  afforded  within  the 
last  eight  years  for  the  transport  of  wheat  and  corn  from  the  Western 
States  to  the  South  Atlantic  aud  Gulf  States  by  means  of  the  new  and 
economic  system  of  rail  transport  afforded  by  through-freight  lines  which 
take  grain  from  the  points  of  production  to  the  various  local  markets  at 
the  South  without  breaking  bulk. 

On  pages  58  and  59  of  the  appendix  may  be  found  tables  giving  de- 
tailed information  in  regard  to  the  exportation  of  breadstuffs  from  the 
United  States. 


ACTUAL  COMPETITION  BETWEEN  WATER  AND  RAIL 

TRANSPORT. 

In  the  discussion  of  the  comparative  merits  of  these  two  systems  of 
transport,  we  shall  rely  for  information  upon  those  statistics  which  are 
the  expressions  of  practical  experience  in  the  navigation  of  the  natural 
and  artificial  water-ways,  and  in  the  operation  of  the  railroads  which 
form  actual  competing  lines  between  the  West  and  the  East.  The  com- 
parisons instituted  between  rail  and  water-lines  will,  of  course,  refer  to 
parallel  routes  between  competing  points.  Therefore  we  take  Chicago 
and  Milwaukee,  the  great  grain  markets  of  the  Northwest,  aud  New 
York  City,  the  chief  grain  market  of  the  Atlantic  coast,  and  confine  our- 
selves to  the  two  principal  cereals,  wheat  and  corn.  In  treating  of  this 
subject  we  shall  endeavor  to  illustrate,  first — 

COMPETITION  BETWEEN  TRANSPORT  BY  THE  LAKES  AND  RAILROADS. 

Products  of  the  West  are  transported  from  Chicago  and  Milwaukee  to 
the  Atlantic  seaboard  by  three  modes  of  conveyance,  as  follows :  1st. 
"All  water,"  or  the  lake,  Erie  Canal,  and  Hudson  River  route ;  2d.  "All 
rail  j"  and  3d.  "  Lake  and  rail,"  or  the  lines  of  transport  composed  of 
propellers  from  Chicago  and  Milwaukee  to  Erie,  Pa.,  and  to  Buffalo, 
N.  Y.,  and  from  thence  by  the  various  railroads  which  run  in  connection 
with  those  propeller  lines  and  prorate  with  them  upon  the  general  basis 
hereinafter  stated. 

The  following  table  gives  the  average  freight-rates  from  Chicago  to 
New  York  for  five  years  by  the  three  modes  of  transport,  and  illustrates 
the  comparative  cost  of  each : 


52 


TRANSPORTATION    TO    THE    SEABOARD. 


Average  monthly  freight-charges  per  bushel  on  what  from  Chicago  to  New  York  by  water 
(lake*,  Erie  Canal,  and  Hudson  River),  hi/  lake  and  rail  {lake  to  Buffalo,  and  thence  rail 
to  New  York),  and  by  all  rail,  1868  to  1872,  inclusive. 


Tear— 


1868. 

1869. 

1870. 

1871. 

1872. 

Month. 

!2 

CO 

'5 

'~. 

i 

u 

u 

•~ 

u 

a 

- 

- 

= 

-3 

-*i 

= 

- 

a 

~ 

Si 

Z 

* 

ce 

u 

& 

■ 

CB 

* 

CD 

fs 

o 

a 
- 

P3 

-« 

£2     1 

S 

* 

a 

£2 

M 

zz. 

S 

M 

— 

•^ 

■JJ 

3 

« 

-: 

•«     I 

< 

Hi 

<] 

<1 

Hi 

<l 

•4 

Hi 

< 

< 

Hi 

■< 

Cts. 

(7te. 

Cte. 

Cts. 

Cte. 

(  Is. 

Cts. 

Of«. 

Cts. 

Cts. 

Cts. 

Cts. 

Cts, 

Cts. 

Cts. 

20 

28 

26 

51 
51 

48     I 
42 
36 

42 
39 
30 
30 
30 

42 
42 
36 
30 
27 

39 
39 
30 
27 
27 

39 

39 

36 

19 

26 
25 

16 

22 
20 

16 



22 
21 

30 

18 

25 

27 

19 

25 

30     | 

21 

25 

27 

16 

21 

27 

16 

21 

24 

21 

23 

27 

July 

18 

25 

33 

18 

23 

27 

15 

20 

27 

16 

22 

27 

23 

23 

27 

August 

22 

26 

36 

19 

20 

30 

15 

20 

27 

18 

24 

30 

22 

23 

27 

September  . 

25 

83 

6U 

22 

22 

39 

15 

23 

30 

23 

28 

33 

27 

32 

33 

October 

27 

84 

42 

•29 

27 

39 

21 

25 

36 

27 

32 

39 

31 

37 

39 

November. . 

28 

35 

45 

32 

36 

42 

20 

29 

39 

25 

32 

39 

28 

38 

39 

45 

42 

39 

39 

39 

Average.. 

25.3 

.... 

42.6 

24.1 

35.1 

17.5 

33.3 

21.6 

22.3 

31.0 

20.6 

28.8 

33.5 

Elaborate  data  upon  this  subject  may  be  found  upon  pages  29,  30,  and 
35  of  tlie  appendix :  also  a  statistical  chart  at  tlie  end  of  the  appendix. 
The  average  rates  by  the  three  modes  of  transport  appear  to  have  been 
as  follows : 

During  the  year  1872  the  "all-rail"  rates  were  24.5  per  cent,  higher 
than  the  "all- water"  rates,  the  "lake  and  rail"  rates  were  7  per  cent, 
higher  than  the  "all-water"  rates,  and  the  "all-rail'*  rates  were  16.3  per 
cent,  higher  than  the  "lake  and  rail"  rates. 

The  average  summer  rail  rate  for  1872  (May,  June,  July,  August,  Sep- 
tember, October,  and  November)  was  31f  cents,  and  the  average  winter 
rail  rate  in  1872  (December,  January,  February,  March,  and  April)  was 
36|  cents,  the  average  winter  rate  being  16  per  cent,  higher  than  the 
average  summer  rate.  By  comparing  the  all-rail  rates  for  the  months  of 
June,  July,  and  August  with  the  all-rail  rates  for  December,  January, 
and  February  we  obtain  a  more  accurate  expression  of  the  effect  of  ample 
water  facilities  in  competition  with  equally  ample  rail  facilities.  The 
average  all-rail  rate  during  the  three  summer  months  just  named  was 
27  cents,  and  the  average  of  the  winter  months  was  39  cents,  the  winter 
average  being  44.1  per  cent,  higher  than  the  summer  average,  when  the 
competition  of  water  transport  was  in  full  force.  It  may  be  supposed 
that  the  increase  in  the  rail  rates  during  the  winter  months  is  caused 
by  the  increased  cost  of  transport  during  that  season  of  the  year,  but 
this  is  true  only  to  a  very  limited  extent.  The  chief  cause  is  the 
absence  of  competition  by  lake  and  canal.  This  is  evident  from  the 
fact  that  although  the  cost  of  transportation  by  rail  is  not  greater  in 
October  and  November  than  in  June  and  July,  yet  the  average  of  the 


TRANSPORTATION  TO  THE  SEABOARD. 


53 


rates  during  the  former  months  is  44.4  per  cent,  higher  than  the  average 
of  the  rates  durmg  the  latter  months.  The  pressure  of  traffic  during  the 
months  of  October  and  November,  when  the  facilities  for  transport  by 
water  are  limited,  in  connection  with  the  fact  that  the  Erie  Canal  is  at 
that  time  taxed  to  its  utmost  capacity,  causes  an  advance  in  the  rates  on 
the  lake  and  on  the  canal,  and  the  rail  rates  at  once  go  up  to  about  the 
average  for  the  winter  months.  It  appears  that  in  this  case  the  in- 
creased charges  by  rail  are  due  solely  to  the  increase  in  the  rates  on  the 
lake  and  on  the  canal.  This  fact  was  clearly  stated  before  the  commit- 
tee by  Mr.  J.  M.  Walker,  president  of  the  Chicago,  Burlington  and 
Quincy  Bailway  (evidence,  page  266),  a  road  which  does  not  compete 
with  any  water-line.  Mr.  Walker  states  that  the  winter  and  summer 
rates  are  the  same  on  his  road,  and  he  thinks  that  "this  is  the  rule  with 
the  western  roads  generally."  He  states,  also,  that  he  believes  that 
those  roads  which  run  in  competition  with  transport  on  the  Mississippi 
Eiver  make  such  changes  in  their  freight-tariffs. 

It  is  generally  true  that  the  roads  which  increase  their  rates  during 
the  winter  months  are  those  which  run'in  competition  with  the  water- 
lines  during  the  summer  months,  and  it  is  quite  probable,  therefore, 
that  but  for  such  water  competition  the  winter  rates  would  be  main- 
tained throughout  the  year. 

It  is  unnecessary  here  to  state  the  relative  rates  by  rail  and  by  water 
from  Milwaukee  to  New  York,  as  they  are  almost  precisely  the  same  as 
the  rates  from  Chicago  to  New  York. 

The  commercial  statistics  of  lake  shipments  at  Chicago  and  Milwau- 
kee include  shipments  by  lake  and  rail,  as  well  as  by  all  water  (or  lake 
and  canal).  The  following  table,  compiled  from  such  statistics,  indicates 
simply  the  effect  of  competition  between  the  lake  and  railroads  upon 
the  movement  of  wheat  by  each  mode  of  transport : 

Statement  showing  the  number  of  bushels  of  wheat  shipped  from  Chicago  and  Milwaukee  liij 
rail  and  by  lake  for  ten  years — 1663  to  1872,  inclusive. 


\ 


Year. 


By  rail. 


Bushels. 

1863 !  91,  HIT 

1864 185,271 

1865 !  1,178,762 

1866 '  4,811,661 

1 867 |  2,  251,  383 

1868 \  1,  869,  027 

1869 :   '  2,228,246 

1870 '  3,  264,  091 

1871 1,011,093 

1872 3,  975,  766 

Total 20,866,917 


By  lake 


Bushels. 
23,  479,  396 
18,  964,  167 
16,  669,  568 

16,  774,  237 

17,  798,  543 

18,  308,  542 
25,  220,  877 
29,  204,  889 
25,  203,  883 

19,  547,  835 


211. 171,  937 


It  appears  that  during  the  first  five  years  of  this  period  the  ship- 
ments by  lake  amounted  to  93,685,911  bushels,  and  the  shipments  by 
rail  to  8,5L8,6!)4  bushels,  or  8  per  cent,  by  rail  and  92  per  cent,  by  water. 
It  also  appears  that  during  the  last  five  years  of  that  period  the 


54 


TRANSPORTATION  TO  THE  SEABOARD. 


shipments  by  lake  amounted  to  117,486,026  bushels,  and  the  shipments 
by  rail  to  12,348,223  bushels,  or  9 £  per  ceut.  by  rail  and  90|  per  cent,  by 
lake,  the  shipments  by  rail  having  increased  only  from  8  per  cent,  to 
9i  per  cent,  of  total  shipments. 

The  following  table  illustrates  the  same  subject  in  regard  to  the  trans- 
portation of  corn  from  Chicago.  The  shipments  from  Milwaukee  are 
not  included,  as  in  the  case  of  the  former  table,  for  the  reason  that  the 
shipments  of  corn  from  that  port  are  very  small : 

Statement  showing  the  number  of  bushels  of  corn  shipped  from  Chicago,  by  lake  and  by  rail, 

for  ten  years,  (1863  to  187-2,  inclusive). 


Tear. 


By  rail. 


By  lake. 


Total. 


1863 

1864 

1865. 

1866 

1867, 


Bushels. 

302,  050 

193,  217 

902,  369 

1,  369,  771 

1,  285,  428 


Bushels. 
24,  749,  400 
11,993,475 
24,  421,  600 
31,  257,  855 
19,  940. 172 


Bushels. 
25,  051,  450 
12. 186,  699 
25,  323,  969 
32,  627,  626 
21,  225,  600 


Total. 


4,  052,  835  !     112,  415,  337  |      116,  415,  337 


1868 

2,  978,  388  i 
4,501,481  1 

4.  108,  942  i 
2,  515, 154  j 

5,  424,  044  i 

21,  671,  071 
17,  019,  940 
13,  598,  387 
34,  200,  876 
41,  589,  508 

24,  649,  459 
21,  521,  421 

1869 

1870 

17,707,  329 

1871 

36,  716,  630 

1872 

47,  013,  552 

Total 

19,  528,  009 

128,  079,  782 

147,  607,  791 

It  appears  that  during  the  first  five  years  of  the  period  embraced  in 
the  table  96.6  per  cent,  of  the  corn  was  shipped  by  lake,  and  3.4  by  rail, 
and  that  during  the  last  five  years  of  the  period  87  per  cent,  was  shipped 
by  lake,  and  13  per  cent,  by  rail,  the  quantity  shipped  by  rail  having 
increased  from  3.4  per  cent,  to  13  per  cent,  of  the  total  shipments. 

The  increase  in  the  transportation  of  wheat  and  corn  by  rail  is  due 
chiefly  to  the  organization  of  through-freight  lines  from  all  the  princi- 
pal points  at  the  West  to  interior  points  in  the  New  England  States, 
and  in  other  States  of  the  Atlantic  seaboard,  such  transport  being 
practicable,  notwithstanding  the  greater  cost  of  movement  per  mile  by 
rail,  from  the  fact  that  grain  thus  carried  is  distributed  directly  to  the 
consumers,  and  also  because  it  thus  avoids  the  terminal  charges  at 
Buffalo  and  at  Xew  York,  formerly  the  chief  distributing  point  of  west- 
ern wheat  and  corn  consumed  in  Xew  England. 

It  appears  that  90i  per  cent,  of  the  wheat  and  87i  per  cent,  of  the 
corn  shipped  east  from  Chicago  and  Milwaukee  is  transported  by  lake, 
vessels.  When  in  connection  with  these  facts  we  consider  that  lake 
navigation  continues  only  about  seven  months  each  year,  while  rail 
transport  continues  throughout  the  year,  we  shall  clearly  appreciate  the 
superiority  of  water-transport,  in  comparison  with  the  best  facilities 
afforded  by  railway-lines,  between  Chicago  and  the  Atlantic  seaboard, 
which,  with   respect   to   their    grades,  amount   of  business,   and  the 


TRANSPORTATION    TO    THE    SEABOARD. 


55 


skill  with  which  they  are  managed,  are  perhaps  in  a  condition  to  trans- 
port freights  cheaper  than  any  other  railway-lines  in  this  country. 

The  following  table  gives  the  shipments  of  wheat  from  Chicago  and 
Milwaukee,  and  of  corn  from  Chicago,  by  lake  and  by  rail,  during  each 
month  of  the  year  1872: 

Shipments  of  wheat  from  Chicago  and  Milwaukee  and  shipments  of  corn  from  Chicago,  by 
lake  and  by  rail,  daring  each  month  of  the  year  1872. 


Month. 

Shipments  of  wheat  from 
Chicago  and  Milwaukee. 

Shipments  of  corn  from 
Chicago. 

By  lake. 

By  rail. 

By  lake. 

By  rail. 

Bushels. 

Bushels. 
43,  394 
75,  408  • 
167, 198 
462,  570 
477,  469 
170,138 
107.  726 
419,  216 
574.  647 
455.  254 
517.  260 
505,486 

Bushels. 

22 

Bushels. 
725,  856 
534,  097 

1,000 
1,445,606 
2,568 

r,.  850,326 

7.  "74,  131 
7,829 

(i.  204,  918 

G,  819,  'Ji'l 

2,214,145 

32.  521 

442,  952 

July 

August 

October 

131,175 

974.  964 
1,98<;  :  4: 
1,629  923 
3.  312,  378 

3.52(1.41':; 
5.  05;}.  44'.i 
2,  939, 181 

1,018,271 
694,  000 
369.  036 
265,  458 
323,  947 
444,  015 
329,  991 
184, 107 
92,  314 

Total  ... 

19,  547,  835 

3.  975.  766 

41,  589.  508 

5,  424.  044 

The  shipments  of  wheat  from  Chicago  and  Milwaukee  duriug  the 
months  when  navigation  was  closed  (December  to  March,  inclusive),  and 
during  the  months  when  navigation  was  open  (April  to  November,  in- 
clusive), appear  to  have  been  as  follows : 

Bushels. 

Total  quantity  shipped  by  rail  during  the  four  months  when 

navigation  was  closed 791.  4S<; 

Total  quantity  shipped  by  lake  and  rail  during  the  eight 
months  when  navigation  was  open  . . 22.  732. 115 

Total  shipped  by  rail  during  the  year 3,  975,  766 

Total  shipped  by  lake  during  the  year 19,  547,  835 

The  average  monthly  rail-shipments  amounted  to  197,871  bushels 
when  navigation  was  closed,  and  to  398,035  bushels  when  navigation 
was  open.  The  total  rail-shipments  during  the  months  when  naviga- 
tion was  closed  were  only  24.9  per  cent,  of  the  rail-shipments  when 
navigation  was  open,  only  20  per  cent,  of  the  total  rail-shipments,  and 
only  3£  per  cent,  of  the  total  shipments  by  lake  and  rail  during  the  year. 

It  also  appears  that  the  shipments  of  corn  by  rail  during  the  months 
when  navigation  was  closed  were  33.1  per  cent,  of  the  total  rail-ship- 
ments and  4.3  per  cent,  of  the  total  lake-shipments. 

The  comparatively  small  amount  of  wheat  and  corn  transported  from 
Chicago  and  Milwaukee  to  eastern  markets  by  rail  during  the  winter 
months,  taken  in  connection  with  the  facts  that  the  average  winter  rail- 


56  TRANSPORTATION    TO    THE    SEABOARD. 

freights  daring  tke  last  five  years  have  been  about  24  per  cent,  higher 
than  the  average  summer  rates,  prove  the  inability  or  indisposition  of 
existing  railroads  to  meet  the  demand  for  the  cheap  and  constant  trans- 
portation of  grain  during  the  months  when  lake-navigation  is  closed- 
It  might  be  supposed  that  this  is  due  to  the  fact  that  the  producers  of 
the  West  send  to  Chicago  and  Milwaukee  during  the  summer  and 
autumn  only  so  much  grain  as  can  obtain  transport  during  the  period 
of  open  navigation,  when  rail-freights  are  lowest.  That  this  is  not  the 
case  is  proved  by  the  following  facts:  On  the  1st  of  January,  1872, 
there  were  in  store  in  Chicago  and  Milwaukee  2,516,697  bushels  of 
wheat,  and  during  the  months  of  January,  February,  and  March, 
there  were  received  at  those  ports  1,578,790  bushels.  Of  this  total 
quantity  in  store  and  received,  amounting  to  1,095,187  bushels,  only 
286,000  bushels,  or  about  7  per  cent.,  was  shipped  by  rail  from  the  1st 
of  January  to  the  1st  of  April,  the  remaining  93  per  cent,  being  held  in 
store  until  after  lake-navigation  opened.  It  also  appears  that  the  quan- 
tity of  corn  in  store  January  1,  1872,  and  received  at  Chicago  during 
the  months  of  January,  February,  and  March,  amounted  to  8,898,236 
bushels,  of  which  only  1,702,905,  or  19  per  cent.,  was  shipped  by  rail 
during  those  months,  the  remaining  81  per  cent,  being  held  in  store 
until  after  lake-navigation  opened. 

In  the  month  of  April  the  approach  of  open  navigation  caused  a 
reduction  of  6  cents  per  bushel  on  the  all-rail  rates  from  Chicago  to  New 
York,  as  will  be  seen  by  reference  to  the  table  on  page  52,  and  this 
reduction  of  charges  caused  462,570  bushels  of  wheat  to  go  forward  by 
rail  during  that  month  as  against  a  total  by  rail  of  286,000  bushels 
during  the  three  preceding  months.  The- effect  of  this  reduction  of 
rates  on  the  movement  of  corn  was  to  send  forward  by  rail,  in  April, 
1,018,271  bushels  as  against  an  aggregate  of  1,702,905  bushels  shipped 
during  the  months  of  January,  February,  and  March. 

COMPETITION  BETWEEN  THE  ERIE   CANAL   AND  PARALLEL  RAILWAYS 

Having  indicated  the  practical  results  of  competition  between  lake 
aud  rail,  we  proceed  to  state  the  relative  conditions  of  transport  between 
the  Erie  Canal  and  Hudson  River  and  competing  railroads. 

One  general  fact  in  regard  to  the  economy  of  water  and  rail  trans- 
portation should  be  noted,  as  it  affords  an  explanation  to  some  facts 
apparently  paradoxical.  There  is  no  practical  limit  to  the  carrying- 
capacity  of  natural  navigable  waters,  whereas  the  capacity  of  both 
canals  and  railways  is  limited :  railroads  by  the  frequency  with  which 
trains  may  be  run  and  by  the  limits  of  inadequate  terminal  facilities ; 
and  canals  by  the  number  of  boats  that  can  pass  through  a  single  lock 
in  a  given  time.  The  effect  of  a  pressure  upon  the  capacity  of  the 
Erie  Canal,  causing  an  inefficiency  in  its  competition,  will  be  observed 
in  the  increase  of  rates  during'  the  autumn  months. 


TRANSPORTATION  TO  THE  SEABOARD. 


57 


The  railroads  which  compete  with  the  Erie  Canal  are  the  New  York 
Central  and  the  Erie,  all  having  their  termini  at  Buffalo  and  New 
York.    The  length  of  each  of  these  three  avenues  of  commerce  is  as 

follows : 

Mi!ea. 

495 


Erie  Canal  and  Hudson  River. 


j  Erie  Caual 345  \ 

\  Hudson  River. . .  150  t 


Erie  Railway 422 

New  York  Central  and  Hudson  River  Railroad 440 

Both  of  these  railways  are  thoroughly  equipped  and  ably  managed. 

The  canal  is  owned  by  the  State,  and  hence  is  incapable  of  entering 
into  combination  with  the  railroads. 

The  tonnage  annually  moved  on  each  of  these  lines  from  1856  to  1872, 
inclusive,  is  shown  by  the  following  table : 

Total  tonnage  moved  each  year  on  the  Erie  Canal,  on  the  Erie  Railway,  and  on  the  ATctc  York 
Central  and  Hudson  River  Railway,  A.  D.  1856  to  J.  D.  1872,  inclusive. 


Tear. 

Tons  moved  on  the 

- 

New  York  Cen- 
tral and  Hud- 
8on  River 
Railway. 

Erie  Railway. 

Erie  Canal. 

776, 112 

838,  791 

765,  407 

834,  319 

1,  028. 183 

1, 167,  302 

1,  387.  433 

1,  449,  6J4 

1,  557. 148 

1,  275,  299 

1,  602,  197 

1.  667.  926 

1,  846,  599 

2,  281,  885 
4, 122,  000 
4,  532,  056 
4,  393,  965 

943,  215 
978,  066 
816,  954 
868,  073 
1.  139,  554 
1, 25:;.  41  - 

1,  632,  955 
1.815.096 
2, 170.  70S 

2,  234,  350 
::.  242,  792 

3,  484,  546 

3,  908,  243 

4,  312,  209 
4,  852,  505 

4,  844.  208 

5,  564,  274 

2.  107,  678 

1.566,624 

1858                      

1.767,004 

1859                                 

1,  753,  954 

I860                                         

2,  253,  533 

1861 

2,  500,  782 

1862       ...     . 

3,  204,  277 

1863 

2,  955,  302 

1864 

1865 

1866 

2,  535,  792 
2,  523,  490 
2,  896,  027 

1867 

1869 

•J,  920,  578 
3,  346,  986 

2,  845,  072 

3,  083, 132 

1871 

3,  580,  922 

1872 

:,,  562,  560 

From  this  table  it  appears  that  the  tonnage  movement  by  rail  has 
increased  very  much  faster  than  by  the  Erie  Canal.  The  New  York 
Central  Railroad  tonnage  increased  from  776,112  tons  in  1856  to  4,303,965 
tous  in  1872,  and  the  Erie  Railway  tonnage  increased  from  943,215  tons 
in  1856  to  5,564,274  tons  in  1872,  while  the  Erie  Canal  tonnage  increased 
from  2,107,678  tons  in  1856  to  3,562,560  tons  in  1872. 

During  the  first  five  years  of  the  period  mentioned  (1856  to  1860,  in- 
clusive), the  tonnage  moved  on  the  canal  exceeded  the  tonnage  moved 
on  these  two  railroads  by  460,125  tons,  but  during  the  last  five  years 
the  tonnage  moved  on  the  two  railroads  exceeded  that  on  the  caual 
by  24,239,272  tons.  Of  the  total  tonnage  moved  on  these  three  lines 
during  the  first  five  years,  51.2  per  cent,  was  transported  on  the  canal, 
and  48.8  percent,  on  the  railroads;  while  during  the  last  five  years  only 


58  TRANSPORTATION    TO    THE    SEABOARD. 

28.8  per  cent,  was;  transported  on  the  canal,  and  71.2  per  cent,  on  the 
railroads. 

This  large  increase  of  rail  way- tonnage  over  that  of  the  canals  has 
been  supposed  to  measure  the  relative  merits  of  the  two  systems  of  trans" 
portation,  and  to  prove  that  canals  are  gradually  becoming  unpopular 
and  falling  into  disuse.  This  fact  must,  however,  be  considered  in  con- 
nection with  the  circumstances  which  have  led  to  its  existence.  First. 
The  tonnage  of  the  railways  is  given  for  the  entire  length  of  their  lines, 
which  have  increased  very  much  since  1856.  The  New  York  Central 
now  includes  the  Hudson  River  Road,  about  one  hundred  and  fifty  miles 
in  length,  which  has  largely  increased  the  tonnage  of  the  line.  Second. 
The  last  twenty  years  have  constituted  a  period  of  railway  improve- 
ment, in  which  the  inventive  genius  and  business  talent  of  the  country 
have  been  devoted  to  the  newer  and  more  rapid  means  of  transport, 
while  the  artificial  water-  ways  have  been  comparatively  neglected.  But 
by  far  the  most  efficient  cause  of  the  relative  increase  of  railway-ton- 
uage  is  to  be  found  in  the  administrative  organizations  of  the  railway 
companies,  and  in  their  combinations  against  the  water-line — the  two 
railways  competing  with  the  canal  having  their  traffic  arrangements 
with  lines  of  steamers  on  the  lakes,  carrying  from  all  the  principal  west- 
ern ports.  There  are  now  but  few,  if  any,  lake  steamers  that  do  not 
constitute  a  part  of  some  through-line  by  water  and  rail  to  New  York. 
The  Erie  canal  has  no  such  connections.  Consequently,  when  western 
products  are  once  on  board  steamers  at  Chicago,  Milwaukee,  and  other 
ports  of  the  upper  lakes,  they  are  substantially  under  the  control  of  the 
railways  leading  from  Buffalo,  Erie,  and  Dunkirk  to  New  York,  and  it 
is  not  difficult  to  understand  how  they  are-prevented  from  being  carried 
on  the  canal,  although  the  charges  by  canal  are  less  than  by  rail.  The 
object  of  the  organization  of  mixed  lines,  consisting  of  lake-steamers 
and  railroads,  is  to  direct  the  traffic  over  the  railways  after  it  reaches 
the  eastern  lake-termini. 

These  mixed  lines  are  constituted  as  follows: 

The  Northern  Transportation  Company  connects  with  the  Central 
Vermont  Railway  at  Ogdensburgh,  and  is  managed  by  the  officers  of 
that  road. 

The  Grand  Trunk  or  Sarnia  line  of  steamers  runs  in  connection  with 
the  Grand  Trunk  Railroad,  receiviug  freight  at  Chicago  and  delivering 
it  to  the  railway  at  Sarnia. 

The  Western  Transportation,  line  of  steamers  connects  with  the  New 
York  Central  Railway  at  Buffalo,  where  its  frieghts,  if  not  otherwise 
consigned,  are  delivered  to  that  road. 

The  vessels  of  the  Union  Steamboat  Company  run  from  Chicago  to 
Buffalo,  where  they  connect  with  the  Erie  Railway. 

The  boats  of  the  Anchor  line  of  propellers  run  from  Chicago  to  Erie 
and  Buffalo,  where  they  connect  with  the  Empire  Fast  Freight  Line, 
on  the  Pennsylvania  and  Erie  Railways. 


TRANSPORTATION    TO    THE    SEABOARD.  59 

The  above  facts  regarding  lake  and  rail  connections  are  stated  upon 
the  authority  of  Mr.  R.  Diefendorf,  agent  of  the  Northern  Transportation 
Company,  who  also  states  that  a  few  years  ago  the  steamers  upon  the 
lake  were  generally  engaged  in  free  competition,  the  same  as  sailing- 
vessels,  carrying  freight  to  the  railroads  or  to  the  canals,  as  the  circum- 
stances of  trade  might  determine.  Now,  however,  there  are  very  few 
propellers  "running  wild" — that  is,  not  having  prorating  arrangements 
with  some  railroad.  These  prorating  arrangements  give  to  the  steamers 
so  employed  a  very  decided  advantage  over  other  steamers  which  have 
no  running  arrangements  with  any  of  the  railroad  companies.  This  un- 
doubtedly furnishes  an  explanation  of  the  rapid  increase  in  the  trans- 
port of  grain  by  railway  from  Buffalo. 

But  there  is  still  another  cause  for  such  increase. 

The  area  of  the  greatest  cereal-production  has  moved  rapidly  west- 
ward until  its  center  is  now  far  west  of  the  lakes.  Within  a  few  years 
"fast  freight-lines"  have  been  organized,  which  extend  into  the  interior 
of  the  Western  States  far  beyond  Chicago  and  other  lake-ports.  They 
form  throughdines,  and  offer  through-rates  to  the  eastern  cities,  and  to 
the  consumers  in  the  Atlantic  States.  These  freight-lines  have  their 
agents  in  nearly  all  the  local  markets  of  the  West  who  solicit  traffic  for 
them,  and  as  the  local  rates  to  lake-ports  are  much  greater  per  mile 
than  the  through-rates  by  such  hues  to  the  East,  a  large  traffic  is  thus 
diverted  from  the  lake  and  canal  line.  The  Erie  Canal  has  no  such 
agencies.  It  receives  only  such  traffic  as  seeks  it  in  consequence  of 
lower  rates.  It  is  not  difficult  so  to  adjust  rates  to  the  nearest  lake-ports 
from  points  west  of  these  ports"  as  to  prevent  the  traffic  from  being 
diverted  to  the  water-line.  There  are  also  other  circumstances  which 
have  caused  large  shipments  to  be  made  by  rail  during  the  season  of 
navigation,  at  rates  higher  than  those  which  prevail  on  the  canal,  viz: 
1st.  The  fact  that  railway  transportation  is  preferred  for  grain  in  bad 
condition,  since  it  sustains  less  injury  when  shipped  in  that  way  than 
by  canal.  2d.  The  fact  that  grain  is  at  times  required  to  be  delivered 
in  New  York  in  order  to  meet  contracts  for  ocean-shipment,  sooner  than 
it  can  be  transported  by  canal. 

But  the  chief  cause  of  the  shipments  of  so  large  a  quantity  by 
rail  during  the  summer  months  at  rates  higher  than  those  charged 
on  the  canal  is  found  in  the  fact  that  a  large  portion  of  the  grain  trans- 
ported from  western  points  is  destined  for  interior  towns  in  New  York 
and  in  the  New  England  States.  By  such  direct-rail  shipments  the  cost 
of  transportation  from  Buffalo,  even  at  the  rail-rates  stated,  is  less  than 
the  cost  of  transport  by  the  water-line  to  New  York  City,  where  ter- 
minal charges  are  incurred,  together  with  the  additional  freight-charges 
from  New  York  to  the  points  of  consumption.  The  amount  of  this  in- 
terior distribution  by  rail  is  shown  by  comx>aring  the  shipments  of  grain 
during  the  year  1872  from  Buffalo,  Suspension  Bridge,  and  Salamanca, 


60  TRANSPORTATION    TO    THE    SEABOARD. 

the  western  receiving-points  of  the  New  York  Central  and  Erie  Bail- 
ways,  with  the  quantity  delivered  by  the  same  roads  at  New  York  City: 
*  Grain  shipped  by  New  York  Central  and  Erie  Railways 

from  Buffalo,  Suspension  Bridge,  and  Salamanca ........  56, 135,  522 

Grain  delivered  by  the  same  roads  at  New  York     26, 129, 043 

Distributed  to  interior  points 30,  006,  479 

The  quantity  delivered  at  New  York  appears  to  have  been  but  46 
per  cent,  of  the  shipments  from  the  western  points  mentioned. 

The  receipts  of  wheat,  wheat-flour,  and  corn  at  New  York  by  canal 
were,  during  the  same  year,  (1872),  91^er  cent,  of  the  shipments  from 
Buffalo  and  Oswego,  as  appears  from  the  following  table : 

Shipped  by  canal 

tr„Hm ,  w?™°   Delivered  at  New 
and     Oswego,  y    k 

from    western 

points. 


Bushels.  Bushels. 

Flour  (reduced  to  bushels )    222,183  532,822 

Wheat       12,929,919  10,916,497 

Corn 31,904,193  29,968,026 


Total  wheat,  wheat-flour,  and  corn 45,  056,  295  41,  417,  345 

i 

*  A  large  amount  of  the  wheat  shipped  from  Oswego  and  Buffalo  was  converted  into  Hour  at  milling 
points  between  those  cities  and  Xew  York. 

From  this  brief  review  of  the  causes  which  have  led  to  the  relative 
increase  of  railway-tonnage  as  against  that  of  the  canal,  it  will  be  seen 
that  the  fact  of  such  increase  affords  a  very  unsafe  rule  by  which  to 
measure  the  respective  merits  of  these  two-modes  of  transport. 

It  is  stated  by  Mr.  E.  H.  Walker,  statistician  of  the  New  York  Pro- 
duce Exchange,  in  his  report  for  the  year  1873,  that  "  the  receipts  at  New 
York,  flour  included,  in  1872,  were  90,481,912  bushels,  of  which  33,142,889 
bushels  were  by  railroad  against  53,711,100  bushels  received  at  tide- 
water by  the  Erie  and  Champlain  Canals;"  or  38  per  cent,  by  rail  and 
■62  per  cent,  by  canal. 

The  foreign  exportation  of  grain  at  New  York  depends  chiefly  upon 
receipts  at  that  port  by  canal  and  Hudson  Biver. 

It  may  be  stated  in  this  connection,  that  of  the  total  quantity  of  grain 
shipped  East  on  the  New  York  Central  Railroad  from  Buffalo  and  Sus- 
pension Bridge  during  the  year  1872,  amounting  to  36,111,490  bushels, 
24,809,428  bushels,  or  6(i  per  cent.,  were  sent  directly  to  the  New  England 
States  by  rail  from  Albany  and  Schenectady. 

The  following  table  exhibits  the  average  freight-charges  per  ton 
for  the  transportation  of  all  classes  of  commodities  from  1856  to  1872, 

*■  The  shipments  of  grain  by  rail  from  Buffalo  and  Suspension  Bridge  include  imports 
of  grain  from  Canada,  and  a  very  large  quantity  of  grain  from  interior  points  in  tlio 
United  States  delivered  to  the  New  York  Central  aud  Erie  Railroads  at  the  points  above 
mentioned,  and  never  reported  at  any  lake-port. 


TRANSPORTATION    TO    THE    SEABOARD. 


61 


inclusive,  on  the  New  York  Central  Kailroad,  the  Erie  Bail  way,  and  the 
New  York  State  canals : 

Cost  of  transportation  per  ton  per  mile  on  the  Erie  Canal,  on  the  Erie  Railway,  and  on   tin 
New  York  Central  and  Hudson  Hirer  Hail  way,  from  1856  to  1872,  inclusive. 


Tear. 

Rate  per  ton  per  mile  on  the — 

New  York  Cen- 

tral and  Hud- 
son     River 

Erie  Railway. 

State  Canals. 

Railway. 

Cents. 

Mills. 

Cents. 

Mills. 

Cents. 

Mills. 

1856 

3 

0 

2 

5 

1 

1 

1857 

3 

1 

2 

5 

0 

8 

1858 

2 

6 

3 

3 

0 

8 

1859 

2 

1 

9 

1 

0 

7 

1860 

2 

1 

1 

8 

1 

0 

1861 

2 

9 

0 
2 

1 

i 

9 

1 

0 

1 

1862 

9£ 

1863 

2 

4 

2 

1 

0 

9 

1864 

2 

7 

9 

3 

1 

1 

1865 

3 

3 

2 

■ 

1 

1 

1866 

2 

9 

9 

4 

1 

0 

1867 

9 

5 

2 

0 

0 

9 

1868 

2 

>; 

1 

9 

0 

9 

1869 

2 

2 

1 

6 

0 

9 

1870 

1 

9 

1 

4 

o 

s 

1871 

1 

6 

1 

0 

1 

0 

1872 

1 

'     ! 

1 

0 

1 

0 

N.  B. — The  cost  by  canal  in  this  table  includes  both  freight  and  tolls. 

It  is  to  be  observed  that  the  average  cost  per  con  per  mile  on  all  the 
canals  of  the  Stale  of  New  York  is  given  in  the  above  table.  The  cost  of 
movement  on  the  lateral  canals  being  much  greater  than  on  the  Erie, 
the  cost  per  ton  per  mile  on  the  Erie  Canal  is  considerably  less  than  the 
rates  given  in  the  table.  It  appears  from  this  statement  that  the  cost 
of  transport  on  the  canals  is  now,  and  always  has  been,  less  than  the 
cost  of  transport  by  rail;  but  on  account  of  the  immense  increase  in  the 
business  of  transporting  grain  from  the  West  to  the  seaboard,  and  the 
fact  that  the  canal  is  taxed  to  its  utmost  capacity  during  the  latter  part 
of  each  season,  the  average  cost  of  transport  by  canal  for  the  entire  sea- 
son is  greater  than  it  would  be  with  larger  caual  facilities.  Comparing 
the  cost  of  movement  on  the  canals  during  the  first  five  years  with  the 
average  cost  of  movement  on  the  two  railroads  during  the  same  period , 
it  appears  that  the  cost  of  movement  on  the  canal  was  only  35  per  cent, 
of  the  cost  of  movement  on  the  railroads,  and  that  during  the  last  five 
years  mentioned  (1868  to  1872,  inclusive)  the  cost  of  movement  on  the 
canals  was  only  51  per  cent,  of  the  cost  of  movement  on  the  railroads, 
the  increased  pressure  of  business  on  the  canal  having  led  to  the  ad- 
vance of  canal  rates.  It  is  believed  that  the  enlargement  of  the  canal 
and  the  application  of  steam  as  a  motive  power  will  reduce  the  canal - 
charges  as  much  below  the  present  rail-rates  as  they  were  during  the 
first  five  years  of  the  period  above  named,  again  compelling  the  rail- 
ways to  improve  and  cheapen  their  facilities  in  order  to  maintain  suc- 
cessful competition. 


62 


TRANSPORTATION    TO    THE    SEABOARD. 


Iii  this  connection  it  is  interesting  to  note  the  change  in  the  nature 
of  the  traffic  on.  the  canals,  which  has  taken  place  in  consequence  of  the 
competition  of  railroads.  There  appears  to  have  been  in  the  very  be- 
ginning of  rail  competition  a  falling  off  in  the  carriage  on  the  canals  of 
light  and  valuable  articles  requiring  quick  movement,  while  the  carriage 
of  grosser  freights,  in  which  the  chief  element  incidental  to  commercial 
exchange  is  the  actual  freight-charges  imposed,  exhibits  a  steady  and 
regular  increase. 

The  following  table  shows  the  effect  of  rail-competition  from  18G1  to 
1872  on  the  carriage  of  flour  and  grain  on  the  canal : 

Statement  showing  the  movement  of  flour,  wheat,  corn,  and  oats  on  all  the  yew  York  State 
canals  from  1861  to  1872,  inclusive. 


Tear. 


Barrels  of 

flour. 


Bushels  of 
wheat. 


Bushels  of 
corn. 


Bushels  of 
oats. 


1861 1 ,  667,  416 

1862 '  2,102,574 

1863 1,930,731 

1864 1,  474,  582 

1865 ' 1,  271,  1 29 

1866 751,870 

1867 569,334 

1868 575,900 

1869 657,  870 

1870 509,055 

1871. 381,583 

1872 190,129 


171,900 
579,  967 
577,  166 
932,  067 
423,  566 
989,  800 
630,  300 
425,  567 
351, 133 

950,  800 

951,  633 
463,  433 


25,  024, 

27,  225, 
22,  287, 
11,  086, 
20,  689, 

28,  904, 

17,  930, 

18,  437, 
9,  159. 
6,  893, 

24,  002, 
32,  241, 


105,  313 
550, 187 
040,  937 
122,  937 
978,  939 
138  250 
476,  01/0 
927,  250 
769,  312 
371,  312 
118, 187 
809,  938 


The  movements  shown  by  this  table  seem  to  illustrate  a  principle 
which  governs  to  a  great  extent  the  traffic  by  canals  and  railways,  viz: 
that,  in  proportion  as  the  value  of  the  commodity  increases  relatively  to 
its  weight  and  bulk,  it  seeks  the  rail  in  preference  to  the  canal. 

The  transportation  of  flour — the  most  valuable  article — has  fallen  off 
about  88  per  cent.,  and  wheat,  next  in  value,  60  per  cent.,  while  the 
quantity  of  corn  transported  has  increased  28  per  cent. 

The  transport  upon  the  canals  of  grosser  freight,  requiring  the  lowest 
freight-charge,  has,  however,  increased,  as  appears  from  the  following 
statement : 


Transported  on  all  the  canals. 

1866. 

1872. 

Coal 

Tons. 

1, 136,  613 
183, 937 
235, 101 

Tons. 
1,  462,  590 
377, 592 

Iron  ore ... 

Stone,  lime,  and  clay 

398, 188 

The  total  tonnage  moved  on  the  Erie  Canal,  although  somewhat  fluc- 
tuating, exhibits  a  gradual  increase. 

The  average  monthly  freight-charges  for  transporting  wheat  and  corn 
from  Buffalo  to  New  York  by  rail  and  by  canal  can  be  stated  only  for 
the  last  two  years. 


TRANSPORTATION    TO    THE    SEABOARD. 
This  is  shown  in  the  following  table: 


63 


Statement  showing  the  average  monthly  rates  per  bushel  by  rail  and  canal  for  the  transport 

of  wheat  and  corn  from  Buffalo  to  New  York  dining  the  gems  1871  and  187-2. 


Mouths. 


Bail. 


Canal. 


Wheat.     Corn.    Wheat.    Corn. 


1--J 


Rail. 


Canal. 


WTheat.     Corn.     Wheat.     Coin 


January $0  18.0   $0  16.8 

February 21.0  19.6 

March..' 18.9  17.7 

April 18.0  16.8 

May ,  18.0  16.8 

June 18.0  16.8 

July 18.0  16.8 

August j  18.0  16.8 

September 18.0  16.8 

October 16.8 

November 21.0  19.6 

December 21.0  19.6 

*  Average  . :  18.3  17.3 


11.6   $0  10.6 


10.  2 
11.1 
11.7 
13.6 
13.9 
16.1 


9. 

10.1 
10.7 
12.6 
12.9 
14.5 


21.0 
21.0 
21.0 
18.5 
18.0 
18.0 
15.8 
15. -0 
17.1 
19.4 
21.0 
21.0 


11.3 


18.0 


19.6 
19.6 
19.6 
17.2 
16.  8   $0  09.  9   $0  09.  0 


16.8 
14.7 
14.0 
17.0 
18.1 
19.6 
19.6 


12.3 
14.5 
12.1 
12.3 
14.5 
16.0 


11.1 
10.5 
11.2 
11.1 
12.9 
14.0 


16.  0 


13.9 


11.  3i- 


*  These  averages  are  computed  from  the  total  quantity  transported  each  month  in  connection  with 
the  average  rate  of  freight  each  month. 

Computing  the  average  cost  of  transport  of  wheat  and  corn  per 
bushel,  from  Buffalo  to  Xew  York,  during  the  years  1871  and  1872,  upon 
the  basis  of  freight-charges  and  the  quantities  moved,  we  obtain  the  fol- 
lowing comparisons : 

Average  rail  and  canal  charges  for  the  years  1871  and  1872. 


1871. 


Rail. 
Cts.  M. 


Canal. 
Cts.  M. 


18.3 
17.3 


13.1 
11.29 


Less  by  canal 
per  cent. 


28. 4 
34.6 


1872. 


Rail. 
Cts.  M. 


17.  98 
15.89 


Canal. 
Cts.  M. 

13.9 
11.  3| 


Loss  by  caual 
per  cent. 


23 
28.  5 


Table  on  page  37  of  the  appendix,  exhibits  the  monthly  shipments 
of  wheat  and  corn  from  Buffalo  during  the  years  1871  and  1872,  from 
which  it  appears  that  of  the  40,155,881  bushels  shipped  in  1871, 
(5,956,221  bushels  were  sent  by  railroad  and  39,109,663  bushels  by  canal; 
and  of  the  49,766,935  bushels  shipped  in  1872,  5,392,711  bushels  were 
shipped  by  rail  and  44,374,224  bushels  by  canal.  From  this  it  may  be 
seen  that  the  Erie  Canal  is  yet  a  very  important  member  of  the  trans- 
portation-routes between  the  interior  and  the  seaboard,  and  that  it  is 
the  means  of  preventing  a  great  increase  in  the  rail-charges  upon  the 
transport  of  western  cereals.  If  the  canal  had  not  been  in  existence 
the  railway  charges  would  doubtless  have  been  much  higher  than  they 
were  during  the  years  mentioned.    If  the  quantities  transported  by 


64  TRANSPORTATION    TO    THE    SEABOARD. 

canal  bad  been  carried  at  the  actual  average  railway  rates,  the  en- 
hanced cost  of  movement  in  1872  would  have  amounted  to  $2,196,000. 

It  appears  from  the  table  (appendix,  page  37)  that  the  shipments  of 
wheat  and  corn  from  Buffalo  by  rail  during  the  winter  months  of  the 
year  1872  were  only  19.2  per  cent,  of  the  entire  rail-shipments  during 
the  year,  and  only  2  per  cent,  of  the  total  shipments  during  the  year  by 
canal  and  rail.  The  average  monthly  shipments  by  rail  and  canal  dur- 
ing the  summer  months  appear  to  have  been  6,973,507  bushels,  and  the 
average  monthly  shipments  during  the  winter  months  only  206,477 
bushels.  The  smaller  amount  of  wheat  and  corn  shipped  by  rail  dur- 
ing the  winter  months  than  during  the  summer  months,  taken  in  con- 
nection with  the  fact  that  the  average  winter  rail-freights  were  10.8  per 
cent,  higher  than  the  average  summer  rates,  point  to  the  same  conclu- 
sions as  to  the  rail-shipments  from  Chicago  and  Milwaukee,  viz,  the 
present  inability  or  unwillingness  of  the  railroads  to  meet  the  full  de- 
mands of  commerce  during  those  months  when  navigation  on  the  Erie 
Canal  and  Hudson  River  is  closed.  The  very  limited  amount  of  grain 
shipped  by  rail  during  the  winter  months  was  not  due  to  the  fact  thai 
there  was  not  a  large  amount  of  grain  at  Buffalo  awaiting  shipment. 
This  is  proved  by  the  following  facts:  On  the  1st  of  January,  1872. 
there  were  in  store  at  Buffalo  1,451,231  bushels  of  wheat  and  corn,  but 
during  the  months  of  January,  February,  March,  and  April  (prior  to 
the  opening  of  navigation),  only  432,382  bushels  were  shipped  by  rail, 
or  but  30  per  cent,  of  the  quantity  in  store  on  the  1st  of  January,  the 
remaining  70  per  cent,  being  held  in  store  at  Buffalo  until  after  the 
opening  of  navigation,  when  it  was  shipped  either  by  canal,  or  by  the 
railways  at  the  reduced  rates  of  rail  transportation  which  prevail  dur- 
ing the  summer  months. 

Referring  to  the  great  disparity  between  rail-shipments  at  Buffalo 
during  the  summer  and  winter  months  of  the  year  1872,  namely, 
4,440,327  bushels  from  May  to  November,  inclusive,  and  1,032,384  bush- 
els from  December  to  April,  inclusive,  we  have  a  forcible  illustration 
of  the  effect  of  railway  and  lake-propeller  combinations.  In  the  winter 
season  70  per  cent,  of  the  grain  in  store  awaits  the  opening  of  the  canal, 
but  during  the  season  of  navigation  a  very  large  portion  of  the  grain 
which  reaches  Buffalo  by  lake  is  shipped  thence  by  rail,  in  consequence 
of  the  combination  just  mentioned. 

On  referring  to  the  tables  of  monthly  rates  and  monthly  shipments 
by  canal,  it  will  be  observed  that  during  the  mouths  of  September, 
October,  and  November  there  is  a  pressure  upon  its  capacity,  accompa- 
nied by  an  increase  of  rates  on  both  canal  and  railways,  indicating 
the  necessity  for  enlarged  facilities  by  the  water-line.  The  financial 
results  achieved  by  the  Erie  Canal  are  stated  elsewhere.  The  bene- 
fits which  it  has  conferred  upon  the  country  at  large,  and  particu- 
larly upon  the  city  of  New  York  and  the  great  interior  of  the  conti- 


TRANSPORTATION    TO    THE    SEABOARD.  65 

ment,  are  beyond  computation.  These  results  emphasize  the  policy  of 
free  water- lines,  under  the  control  of  a  State  or  of  the  nation,  and  point 
to  the  expediency  of  continuing  and  extending  a  system  from  which 
such  valuable  fruits  have  been  gathered. 

Another  result  of  water-lines  may  be  briefly  noted  here,  namely,  the 
incidental  increase  in  the  traffic  by  rail.  Perhaps  the  most  successful 
and  prosperous  railway  in  the  United  States  is  that  which  extends  for 
nearly  five  hundred  miles  along  the  Erie  Canal  and  Hudson  Eiver.  The 
business  developed  by  the  water-line  creates  a  traffic  in  articles  which 
require  speedy  transport,  aud_  which  can  bear  rail-rates.  In  like  man- 
ner, the  railway  passenger  traffic  is  largely  increased.  While,  there- 
fore, the  whole  country  is  benefited  by  the  water-lines,  the  railways 
themselves  share  in  the  general  prosperity.  Instead  of  there  being  any 
antagonism  between  water-lines  and  railways,  they  are  really  helpful  of 
each  other. 

Having  thus  traced  somewhat  elaborately  the  extent  and  effects  of 
actual  competition  between  the  great  northern  water-route  and  the  rail- 
ways parallel  with  it,  we  proceed  to  consider  the 

RELATIVE  COST  OF  TRANSPORT  BY  WATER  AND  BY  RAIL  IN  VARI- 
OUS PARTS  OF  THE  COUNTRY  AND  UNDER  DIFFERENT  CONDITIONS 
OF   WATER-CARRIAGE. 

On  this  subject  the  committee  rely  wholly  upon  facts  drawn  from 
practical  operations.  The  verdict  of  commerce  itself,  pronounced  upon 
various  routes  and  under  diverse  circumstances,  is  recorded  in  the  fol- 
lowing facts : 

On  the  through-line  from  the  Ohio  Eiver  to  Boston,  composed  of  the 
Baltimore  and  Ohio  Railroad  and  the  Boston  Steamship  Company,  the 
railroad  received  68  per  cent,  of  the  earnings  and  the  steamship  com- 
pany 32  per  cent.,  making,  for  the  actual  distances  operated  by  each,. 
4  to  1  in  favor  of  water-transport.  On  the  line  between  Baltimore  and 
^N~ew  York,  consisting  of  mixed  navigation,  canal  and  open  water,  and 
involving  payment  of  tolls  on  the  canal,  the  prorating  arrangement  with 
the  Baltimore  and  Ohio  Railroad  Company  allowed  the  vessels  only  one 
hundred  and  twenty-five  miles  for  an  actual  distance  of  two  hundred 
and  thirty  miles,  being  nearly  2  to  1  in  favor  of  water-transport. 

The  Erie  Company  now  has  an  arrangement  by  which  its  rates  from 
Buffalo  to  Boston  by  the  outside  steamers  from  Xew  York  are  so  divided 
as  to  allow  the  steamers  28  per  cent,  of  the  rate  which,  on  five  hundred 
miles,  would  be  equivalent  to  one  hundred  and  forty  miles  of  rail  for 
about  four  hundred  and  fifty  miles  of  actual  water  transportation,  or 
about  3  to  1  in  favor  of  water. 

Between  Parkersburgh  and  Cincinnati  the  arrangement  between  the 
railway  and  the  river  steamers  allows  the  latter  for  two  hundred  and 
fifty  miles  by  water  the  same  as  for  one  hundred  and  twenty-five  miles 
by  rail,  being  2  to  1  in  favor  of  the  river. 
S.  Rep.  307 5 


6Q  TRANSPORTATION    TO    THE    SEABOARD. 

The  arrangements  between  the  Erie  Railway  Company  aud  the  lake 
steamers  is,  that  the  railway  shall  furnish  terminal  facilities  at  Buffalo 
and  Dunkirk,  and  the  steamer  lines  terminal  facilities  at  Milwaukee 
and  Chicago;  and  the  actual  distance  of  one  thousand  miles  is  prorated 
at  two  hundred  and  twelve  miles,  making  nearly  5  to  1  in  favor  of  the 
lake.  (Gr.  R.  Blanchard,  second  vice-president  Erie  Railway;  evidence, 
page  360.) 

The  Central  Vermont  Railway  and  the  Northern  Transportation  Com- 
pany (steamer  line)  constitute  a  through  line  from  Chicago  to  Boston 
and  other  places  in  New  England.  The  distance  by  water  is  one  thou- 
sand three  hundred  and  sixty-hve  miles,  and  the  distances  by  rail  aver- 
age about  five  hundred  miles.  The  earnings  are  divided  equally,  being 
nearly  3  to  1  in  favor  of  water.  This  comparison  is  the  more  valuable 
because  the  officers  of  the  railway  company  own  a  controlling  interest 
in  the  stock  of  the  steamship  company,  and  hence  may  be  supposed  to 
divide  according  to  actual  cost  of  service.  Mr.  Deifendorf,  agent  of  the 
steamboat  company,  testifies  that  this  division  of  earnings  "is  predi- 
cated upon  the  cost  of  transportation."     (Evidence,  page  228.) 

The  Chesapeake  and  Ohio  Railway  prorates  with  vessels  on  the  Ohio 
River  upon  the  basis  of  two  to  one  in  favor  of  the  river.  (Mr.  Wickham, 
president  Chesapeake  and  Ohio  Railway;  evidence,  page  440.) 

The  gross  earnings  on  the  through  line  from  Chicago  to  New  Orleans, 
via  the  Illinois  Central  Railway  to  Cairo  (three  hundred  and  sixty-five 
miles),  and  thence  by  the  Mississippi  River  to  New  Orleans  (one  thou- 
sand and  fifty  miles),  are  so  divided  as  to  give  three-fifths  to  the  railroad 
and  two-fifths  to  the  river;  making,  on  the  charge  of  $7  per  ton,  from 
New  Orleans  to  Chicago,  2.7  mills  per  ton  per  mile  for  the  river,  and  11.5 
mills  per  ton  per  mile  by  the  railroad,  or  over  5  to  1  in  favor  of  the  Mis- 
sissippi River,  against  the  current.  (Evidence  of  James  F.  Tucker,  pp. 
S<)*,  899.) 

From  the  Kanawha  coal-mines  to  Huntington,  W.«Va.,  the  distance  by 
rail  is  sixty-seven  miles,  and  the  minimum  charge  for  transporting  coal 
is  75  cents  per  ton.  From  the  same  coal-mines  to  Cincinnati,  by  the 
Ohio  River,  the  distance  is  two  hundred  and  seventy-five  miles,  and  the 
charge  per  ton  for  coal-transportation  is  50  cents ;  being  at  the  rate  of 
nearly  2  mills  per  ton  per  mile  by  river,  and  11.2  mills  per  ton  per  mile 
by  rail,  nearly  six  to  one  in  favor  of  the  river.  The  river-rates  include 
the  cost  of  returning  the  boats  to  the  coal-mines.  (Evidence  of  W.  H. 
Edwards,  of  Coalsburgh,  W.  Va.,  p.  461.) 

From  Pittsburgh  to  New  Orleans,  via  the  Ohio  and  Mississippi  Rivers, 
two  thousand  four  hundred  miles,  coal  is  transported  during  good  stages 
of  water  for  $1.60  per  ton,  or  at  the  rate  of  two-thirds  of  one  mill  per  ton 
per  mile.  This  is  done  in  barges,  and  in  very  large  quantities.  (Evi- 
dence of  Mr.  Coyle,  p.  890.) 

Hon.  Abraham  Murdoch,  president  of  the  Mobile  and  Ohio  Railroad, 
thus  describes  the  competition  of  the  Mississippi  River  : 

"  Question,  Are  you  not  in  competition  with  the  river-lines  ? 


TRANSPORTATION    TO    THE    SEABOARD.  67 

"Answer.  All  the  time. 

"Question.  Which  do  you  find  the  most  active  and  difficult  competitor? 

"Answer.  The  river-line  is  the  hardest  thing  to  fight;  the  Mississippi 
is  the  hardest  thing  to  fight  that  was  ever  struck  yet,  I  reckon. 

"Question.  You  find  that  a  much  more  active  and  dangerous  compet- 
itor than  the  other  route  ? 

"Answer.  Yes,  sir;  in  good  weather,  when  the  river  is  up;  but  when 
we  catch  them  with  low  water,  or  an  ice-gorge,  we  turn  the  tables  on 
them." 

The  New  Orleans  Chamber  of  Commerce  furnished  to  the  committee 
a  detailed  statement  of  the  actual  expenses  of  a  tow-boat  with  five 
barges  (each  barge  of  1,500  tons  caimcity),  from  Saint  Louis  to  New 
Orleans  (one  thousand  two  hundred  and  fifty  miles),  from  which  it  ap- 
pears that  the  expense  per  ton  per  mile  was  .7  of  one  mill,  or  at  the  rate 
of  5^  mills  per  bushel  of  wheat  for  the  entire  distance.  (Evidence,  p. 
Sol.)  Also  the  actual  expenses  of  the  steamer  John  F.  Tolle,  1,650  tons 
capacity,  value  $05,000,  showing  a  cost  per  ton  per  mile  of  3.47  mills,  or 
at  the  rate  of  li  cents  per  bushel  of  wheat  for  the  whole  distance.  (Evi- 
dence, p.  851.)  Neither  of  the  last  two  cases  include  any  profit  to  the 
carrier  nor  interest  on  the  cost  of  vessels. 

Many  other  illustrations  on  this  point  may  be  found  in  the  evidence 
submitted  by  your  committee,  but  these  taken  from  various  parts  of  the 
country  and  from  all  kinds  of  water-carriage — by  ocean,  lake,  river,  and 
canal — will  suffice  to  show  the  relative  economy  of  the  two  modes  of 
transportation  for  heavy  and  cheap  commodities. 

Perhaps  the  most  unsatisfactory  and  defective  kind  of  navigation 
known  is  that  of  the  Ohio  canals.  Arguments  based  upon  the  results 
of  these  canals  have  been  adduced  against  artificial  water-ways.  But 
even  the  Ohio  canals,  only  40  feet  wide,  4  feet  deep,  partially  filled  with 
mud,  and  capable  of  passing  vessels  of  only  65  tons  burden,  are  by  no 
means  an  entire  failure.  True,  they  do  not  compensate  the  lessees  who 
operate  them,  nor  do  they  pay  dividends  to  the  State;  but  they  do,  to 
a  very  considerable  extent,  hold  the  railways  in  check,  and  regulate  their 
charges.  Hon.  Benjamin  Eggleston,  who  has  been  connected  with  those 
canals  in  various  ways  for  thirty  years,  testified  before  the  committee 
that  even  the  opening  of  those  very  inefficient  canals  reduces  railway 
rates  from  25  to  15  cents  per  hundred  between  Cincinnati  and  Toledo. 
He  adds  that  the  canals  would  long  since  have  been  controlled  by  the 
railways  but  for  the  fact  that  they  belong  to  the  State  of  Ohio,  and  by 
law  the  lessees  are  prohibited  from  increasing  tolls.  (Evidence,  p.  538.) 
The  practical  effect  of  nearly  all  the  canals  in  this  country,  however 
small  and  defective,  has  been  to  reduce  railway  charges.  Where  they 
are  susceptible  of  being  worked  at  all,  they  exercise  a  potential  compe. 
tition  which  always  prevents  exorbitant  rail-charges,  and  thereby  indi- 
rectly confer  upon  the  public  the  benefits  of  reduced  cost  of  transport. 

The  superior  advantages  afforded  by  artificial  water-lines  for  the 
transport  of  commodities  requiring  the  lowest  possible  freight-charges 


68  TRANSPORTATION    TO    THE    SEABOARD. 

is  clearly  shown  by  the  relative  amount  of  tonnage  transported  by  rail 
and  by  canal  when  the  two  modes  of  transport  come  into  direct  compe- 
tition. 

Between  the  cities  of  New  York  and  Philadelphia  there  is  a  railroad 
and  an  interior  water-line,  both  of  which  are  controlled  and  operated 
by  the  Pennsylvania  Railroad  Company. 

The  Philadelphia,  Wilmington  and  Baltimore  Railroad  and  the  Chesa- 
peake and  Delaware  Canal,  in  common  with  the  Chesapeake  and  Dela- 
ware River,  form  competing  lines  of  transport  between  the  cities  of 
Philadelphia  and  Baltimore,  the  two  railroads  mentioned  extending 
from  New  York  to  Baltimore,  and  most  favorably  situated  for  the  cheap 
transportation  of  freights.  They  have  double  tracks  for  nearly  their 
entire  length,  low  grades,  a  large  and  uniform  business,  and  they  con- 
nect important  commercial  cities.  They  are  also  managed  by  practical 
railway  men  of  marked  ability  and  long  experience  in  their  profession. 
The  water-lines  are  also  favorably  situated.  They  consist  of  canal  and 
natural  navigable  waters,  the  canals  being  of  large  dimensions,  and 
having  a  small  amount  of  lockage. 

The  actual  result  of  the  competition  between  these  rival  rail  and 
water-lines  (both  the  water-lines  being,  by  virtue  of  their  charters,  free 
commercial  highways)  is  shown  by  the  relative  amount  of  freights  trans- 
ported upon  them,  as  follows : 

Freights  moved  between  Netv  Tori-  and  Philadelphia  during  the  year  1872« 

By  railroad 206, 398  tons. 

By  water-line , _. 1, 258,  732  tons. 

Tonnage  moved  between  Philadelphia  and  Baltimore  during  the  year  1872. 

By  railroad 838, 508  tons. 

By  water-line 2,  837, 532  tons. 

These  figures  show  that  85  per  cent,  of  the  tonnage  moved  between 
New  York  and  Philadelphia,  and  77  per  cent,  of  the  tonnage  moved 
between  Philadelphia  and  Baltimore,  is  transported  by  the  water-lines. 

The  commodities  transported  almost  exclusively  by  water,  are  coal, 
timber,  grain,  flour,  iron  ore,  pig-iron  and  refined  iron,  oysters,  lime, 
and  other  weighty  articles.  Groceries,  dry  goods,  and  general  merchan- 
dise are  transported  both  by  the  water-line  and  by  the  railroads.  During 
the  year  1872  the  total  tonnage  of  what  is  known  to  transporters  as 
merchandise,  amounting  to  185,153  tons,  was  transported  between  Phila- 
delphia and  Baltimore  by  water.  While  the  railroad  does  not  attempt 
to  compete  for  the  carriage  of  the  grosser  articles  mentioned,  they  do 
compete  sharply  for  the  carriage  of  "  merchandise."  A  compromise  has 
finally  been  entered  into  between  the  Philadelphia,  Wilmington  and 
Baltimore  Railroad  and  the  Chesapeake  and  Delaware  Canal  Company, 


TRANSPORTATION    TO    THE    SEABOARD.  69 

the  railroad  company  being  allowed  to  make  all  the  rates  on  merchan- 
dise, and  the  canal  company  agreeing  to  carry  at  the  same  rates. 

This  fact  also  serves  to  illustrate  the  tendency  of  all  railway  manage- 
ment to  form  combinations  in  opposition  to  the  principle  of  competition, 
which  always  determines  the  rates  of  freight  upon  free  highways  of 
commerce. 

In  refutation  of  the  erroneous  supposition  that  railroads  have  super- 
seded or  are  likely  to  supersede  the  use  of  natural  and  artificial  water- 
lines,  it  may  be  mentioned  that  the  Pennsylvania  Railroad  Company, 
probably  the  wealthiest  and  one  of  the  most  skillfully  managed  railway 
corporations  in  this  country,  now  controls  four  hundred  and  twenty- 
seven  miles  of  canal  navigation  (3G0  miles  in  the  State  of  Pennsylvania 
and  G7  miles  in  the  State  of  New  Jersey),  which  it  has  gained  possession 
of  by  purchase  and  by  lease. 

The  canals  in  the  State  of  Pennsylvania  controlled  by  this  company 
have,  since  they  came  into  its  possession,  been  greatly  enlarged  and 
improved,  and  they  are  now  being  operated  very  profitably.  It  is.  also 
worthy  of  note  that  these  canals  generally  run  parallel  with  the  railroads 
owned  and  operated  by  the  same  company.  This  company  finds  that 
iron,  coal,  and  other  minerals,  and  certain  other  grosser  freights,  can  be 
transported  cheaper  by  canal  than  by  rail.  The  Pennsylvania  Railroad 
Company  can  hardly  be  accused  of  the  blunder  of  attempting  to  sustain 
an  effete  mode  of  transportation.  The  Philadelphia  and  Reading  Rail- 
road Company  transports  freight  (principally  iron,  coal,  and  other  min- 
erals) at  less  cost  per  ton  per  mile  than  any  other  railroad  in  the  United 
States,  yet  this  company  also  operates  two  canals :  the  Susquehanna 
Canal,  forty-five  miles  long,  on  which  there  were  delivered  at  tide-water 
during  the  year  1871, 480,075  tons  of  freight ;  and  the  Schuylkill  Canal, 
oue  hundred  and  eight  and  a  quarter  miles  long,  by  which  there  were 
delivered  at  tide-water,  during  the  year  1872,  907,223  tons  of  freight, 
principally  coal. 

It  is  true  that  canals  of  small  size,  canals  which  do  not  connect  natural 
navigable  waters,  canals  which  have  an  excessive  amount  of  lockage, 
and  canals  which  have  not  the  facilities  for  transporting  a  larger  amount 
of  heavy  freights,  have  failed  to  be  remunerative  to  their  owners.  A 
few  canals  badly  located  have  been  abandoned.  But,  on  the  other  hand, 
hundreds  of  miles  of  unremunerative  railroads  have  been  built  in  this 
country,  and  millions  of  dollars  have  been  lost  to  those  who  embarked 
in  their  construction. 

The  following  extract  from  a  letter  addressed  to  the  chairman  of  this 
committee  by  General  J.  J.  Wistar,  president  of  the  Pennsylvania  Canal 
Company,  contains  valuable  facts  in  regard  to  the  economy  of  transport 
by  rail  and  by  canal : 

"  As  you  are  considering  the  subject  of  great  trunk-lines  of  canal,  I 
will  add  that  the  cost  of  proper  facilities  for  '  handling,'  that  is,  load- 
ing and  unloading,  is  not  greater  for  grain  in  bulk  than  for  coal,  and 


70  TRANSPORTATION  TO  THE  SEABOARD. 

that  the  toll-rates  above  given  for  coal  would  be  very  remunerative  for 
grain,  viz,  4.08  and  5.38  mills  per  gross  ton  of  2,240  pounds  per  mile. 

A  trunk-line  with  a  heavy  tonnage  could  maintain  and  operate  a  canal 
properly  constructed,  of  capacity  for  300-ton  cargoes,  at  very  much  re- 
duced rates,  especially  on  long  distances,  where  the  terminal  and  fixed 
expenses  are  arranged  upon  a  greater  number  of  miles.  I  should  say 
that  lh  or  two  mills  per  ton  per  mile  would  be  highly  satisfactory  on 
such  a  canal  between  the  Ohio  River  and  tide-water,  with  reasonable 
gradients  or  lockage,  and  the  heavier  the  tonnage  the  lower  the  tolls, 
since  the  expense  of  maintaining  and  operating  the  canal  is  practically 
the  same  for  100,000  tons  as  for  10,000,000  tons,  water  being  abundant. 

"  In  other  words,  every  ton  transported  on  a  railroad  is  the  cause  of 
an  appreciable  wear  and  tear,  while  on  a  canal,  after  you  have  once 
transported  tonnage  enough  to  meet  the  expense  of  maintaining  and 
operating  the  canal,  any  additional  quantity  of  tonnage  costs  nothing 
appreciable,  and  whatever  tolls  can  be  got  for  it  is  clear  net  profit,  al- 
ways assuming  the  supply  of  water  to  be  ample." 

The  committee  also  take  pleasure  in  referring  to  a  letter  addressed  to 
the  chairman  by  General  Wistar,  which  may  be  found  on  page  90  of  the 
appendix. 

The  experience  of  other  nations  accords  with  our  own  upon  the  rela- 
tive economy  of  water  and  rail  transportation  and  the  effective  compe- 
tition between  them.  In  England  various  parliamentary  committees, 
after  seeking  in  vain  for  means  of  securing  competition  among  railways, 
report  that  they  can  find  no  practical  means  of  securing  that  end,  and 
that  the  only  effectual  and  reliable  competition  which  can  be  expected 
is  that  between  railways  and  artificial  water-lines.  In  France,  where 
competition  has  always  been  discountenanced,  it  has  been  found  neces- 
sary, in  some  cases,  in  order  to  prevent  it,  to  authorize  the  railways  to 
purchase  the  canals.  Throughout  the  commercial  world  the  unvarying 
testimony  of  practical  experience  is  that  water-routes  are  the  surest 
competitors  and  the  only  effective  regulators  of  railroads. 

In  view  of  the  facts  above  mentioned — in  regard  to  the  beneficial  re- 
sults produced  by  the  competition  afforded  by  the  great  northern  water- 
line,  the  verdict  of  commerce  itself  as  expressed  in  the  prorating  ar- 
rangements between  railways  and  water-lines,  and  of  the  reduced  rates 
caused  by  even  the  most  inefficient  artificial  water-channels  (such  as 
the  Ohio  canals) — the  conclusion  of  the  committee  is  that  for  all  coarse, 
cheap,  and  heavy  commodities  natural  water-routes  and  canals  favora- 
bly located  with  respect  both  to  geographical  position  and  amount  of 
lockage,  and  sustained  by  a  sufficient  amount  of  business,  will  continue 
to  afford  much  the  cheapest  known  means  of  transport ;  and  that  for 
long  distances,  in  which  a  large  proportion  of  the  value  of  a  commodity 
is  consumed  by  the  cost  of  transport,  water-channels  will  always  be  an 
element  of  prime  importance  in  auy  successful  solution  of  the  transpor- 
tation question.  This  brings  us  to  the  consideration  of  the  third  sub- 
division above  mentioned,  namely : 


TRANSPORTATION  TO  THE  SEABOARD.  71 


DEFECTS  AND  ABUSES  OF  EXISTING  SYSTEMS  OF  TRANSPORTATION. 

Concisely  stated,  the  defects  and  abuses  alleged  against  the  existing 
systems  of  transportation  are  insufficient  facilities,  unfair  discrimina- 
tions, and  extortionate  charges. 

With  reference  to  the  matter  of  facilities,  it  is  believed  that  the 
improvements  of  natural  water-ways  and  the  construction  of  additional 
channels  of  water  communication  have  been  wholly  inadequate  to  the 
growing  demands  of  trade,  and  by  reason  of  this  neglect  on  the  part 
of  the  government,  the  commerce  of  the  country  has  been  compelled  to 
accept  the  more  expensive  methods  afforded  by  railroads ;  that  railway 
companies,  having  thus  secured  a  substantial  monopoly  of  the  business 
of  transportation,  have  failed  to  recognize  their  responsibilities  to  the 
public,  or  to  meet  the  just  demands  of  the  rapidly-increasing  commerce 
between  the  interior  and  the  seaboard. 

Discriminating  and  extortionate  charges,  however,  constitute  the  chief 
grounds  of  complaint.  The  principal  causes  which  are  supposed  to 
produce  such  charges,  and  which  have  aggravated  and  intensified  the 
public  discontent,  may  be  summarized  as  follows : 

1.  "  Stock-watering^  a  well-known  process  by  which  the  capital  stock 
of  a  company  is  largely  increased,  for  purely  speculative  purposes,  with- 
out any  corresponding  expenditure  on  the  part  of  its  recipients. 

2.  Capitalization  of  surplus  earnings.  By  this  process  the  net  profits, 
over  and  above  the  amount  paid  on  interest  and  dividends,  are  supposed 
to  be  expended  in  permanent  improvements,  and  charged  up  to  capital 
account,  for  which  additional  stock  is  issued,  and  increased  charges  ren- 
dered necessary  to  meet  the  increased  dividends  required.  It  is  insisted 
that  this  is  a  double  form  of  taxation :  first,  in  the  exorbitant  charges 
from  which  such  surplus  profits  are  derived ;  and,  second,  in  the  conver- 
sion of  such  surplus  into  capital-stock,  thereby  compelling  the  business 
of  the  country  to  pay  increased  charges  on  all  future  transactions,  in  or- 
der to  provide  dividends  on  capital  thus  unjustly  obtained.  It  is  ar- 
gued, with  great  force,  that  as  all  the  legitimate  claims  of  railroad  com- 
panies are  met  by  the  public,  when  it  has  paid  a  fair  and  reasonable  re- 
turn for  the  capital  invested  and  services  rendered,  auy  surplus  earn- 
ings expended  in  improvements  should  inure  to  its  benefit,  instead  of 
being  made  the  basis  for  future  exactions.  In  brief,  the  people  believe 
that  by  this  process  they  are  first  robbed,  and  then  compelled  to  pay 
interest  on  their  own  money. 

3.  The  introduction  of  intermediate  agencies,  such  as  car-companies, 
fast  freight-lines,  &c. 

4.  "Construction  rings"  and  other  means  by  which  the  managers  are 
supposed  to  make  large  profits  in  the  building  of  railways,  which  are 
charged  up  to  the  cost  of  the  road. 


72  TRANSPORTATION    TO    THE    SEABOARD. 

5.  Unfair  adjustments  of  through  and  local  rates,  and  unjust  discrimi- 
nations against  certain  localities,  whereby  one  community  is  compelled 
to  pay  unreasonable  charges  in  order  that  another  more  favored  may 
pay  less  than  the  services  are  worth.  This  will  be  fully  considered  here- 
after, in  the  discussion  of  "equal  mileage  rates." 

G.  General  extravagance  and  corruption  in  railway  management, 
whereby  favorites  are  enriched  and  the  public  impoverished. 

7.  Combinations  and  consolidations  of  railway  companies,  by  which 
free  competition  is  destroyed,  and  the  producing  and  commercial  inter- 
ests of  the  country  handed  over  to  the  control  of  monopolies,  who  are 
thereby  enabled  to  enforce  ivpon  the  public  the  exorbitant  rates  ren- 
dered necessary  by  the  causes  above  named. 

8.  The  system  of  operating  fast  and  slow  trains  on  the  same  road, 
whereby  the  cost  of  freight  movement  is  believed  to  be  largely  increased. 
This  is  perhaps  the  misfortune  rather  than  the  fault  of  railway  compa- 
nies. It  is  doubtless  a  necessity,  growing  out  of  the  conditions  under 
which  our  railway  system  has  been  developed. 

Of  the  defects  and  abuses  above  enumerated,  perhaps  none  have  con- 
tributed so  much  to  the  general  discontent  and  indignation  as  the  in- 
crease of  railway  capital  by  "stock-watering"  and  capitalization  of  surplus 
earnings.  It  is  freely  conceded  that  a  fair  and  eveu  liberal  remuneration 
should  be  paid  for  capital  actually  invested,  but  that  the  industry  of  the 
country  should  be  taxed  for  all  time  to  meet  dividends  on  paper  capital, 
is  indignantly  denied. 

To  what  extent  the  nominal  railway  capital  of  the  country  is  repre- 
sented by  fictitious  stock  is  not  easy  to  determine.  The  manner  in  which 
railway  accounts  are  usually  kept  renders_it  very  difficult  for  the  man- 
agers themselves  to  state  what  proportion  of  the  entire  cost  of  a  given 
road  was  paid  by  the  stockholders,  and  what  part  from  the  surplus 
earnings.  Eeplacements  and  improvements  are  constantly  being  made, 
and  paid  for  out  of  current  receipts.  It  was  quite  impossible  for  the 
committee  to  obtain  accurate  information  on  this  point,  without  going 
into  a  detailed  investigation  of  the  accounts  of  the  several  companies 
extending  over  a  long  series  of  years,  and  involving  in  many  cases 
the  cross-examination  of  reluctant  witnesses,  which  would  have  con- 
sumed the  entire  time  of  the  committee  to  the  exclusion  of  all  other 
matters. 

Enough  is  known  of  the  extent  and  vicious  effects  of  such  stock 
manipulations  to  justify  the  adoption  of  prompt  and  efficient  means  for 
their  prevention  in  the  future.  The  conclusions  at  which  the  committee 
have  arrived  in  regard  to  the  practical  measures  of  relief  to  be  recom- 
mended to  Congress,  render  it  unnecessary  to  enter  upon  a  detailed  ex- 
amination of  such  stock  transactions  by  the  several  railways  engaged 
in  transportation  between  the  interior  and  the  seaboard.  A  very  few 
facts  may  seiwe  to  illustrate  the  nature  and  extent  of  this  abuse. 


TRANSPORTATION    TO    THE    SEABOARD.  73 

The  capital  of  the  New  York  Central  and  Hudson  Elver  Railways,  as 
represented  by  stock  and  bonds,  amounts  to  $105,925,487,  and  the  cap- 
ital of  the  Lake  Shore  and  Michigan  Southern  Eailway  to  $84,262,050, 
making  a  grand  total  for  the  through  line  from  New  York  to  Chicago  of 
$190,188,137. 

The  cost  of  the  main  stem  of  the  Erie  Eailway,  from  New  York  to 
Dunkirk  (459  miles),  is  represented  by  a  capital  stock  of  $108,807,087.20.* 
The  cost  of  its  branches  and  leased  roads  makes  the  entire  stock  and 
bonded  indebtedness  $118,265,979.38.  The  manner  in  which  the  stock 
of  this  road  was  manipulated  by  its  former  managers  is  too  well  known 
to  bear  repetition  in  this  report. 

The  capital  stock  and  bonds  of  the  Pennsylvania  Eailway  amount  to 
$88,000,000.  Of  this  sum  the  cost  of  the  road,  equipment,  shops,  sta- 
tions, &c,  stands  on  the  books  of  the  company  at  $42,437,859,  aud  the 
balance  of  $45,502,141  appears  to  have  been  invested  in  connecting 
railroads,  in  the  purchase  of  the  Pennsylvania  cauals,  and  in  various 
other  ways.  The  cost  of  the  Pittsburgh,  Fort  Wayne  and  Chicago  Rail- 
road, as  represented  by  stock,  bonds,  and  floating  debt,  is  $35,852,515, 
making  for  the  entire  line  from  Philadelphia  to  Chicago  $78,290,374; 
in  addition  to  which  the  road  from  Philadelphia  to  Pittsburgh  is  encum- 
bered by  a  debt  of  $45,562,141,  which  has  been  invested,  as  before 
stated,  in  various  other  enterprises,  and  for  which  interest  must  be  pro- 
vided. 

The  cost  to  the  stock  and  bond  holders  of  the  Baltimore  and  Ohio 
line  from  Baltimore  to  Chicago,  when  finished  and  equipped  for  the 
whole  distance  (795  miles),  will,  as  the  committee  are  informed  by  the 
officers  of  that  road,  be  represented  by  a  capital,  including  stock  scrip 
and  bonds,  of  not  exceeding  $57,000,000. 

The  actual  cost  of  the  Baltimore  and  Ohio  line,  on  which  no  u  watered 
stock"  has  been  issued,  and  on  which  the  surplus  earnings,  amounting 
to  $29,033,131.18,  after  paying  interest  and  dividends,  have  been  charged 
to  "profit  and  loss,"  and  used  in  the  construction  of  connecting  roads, 
may  serve  as  the  best  guide  we  are  able  to  furnish  on  estimating  the 
probable  cost  of  the  other  lines  above  mentioned.  If  the  actual  expend- 
itures of  the  stock  and  bond  holders  have  not  exceeded  $57,000,000  on 
the  construction  and  equipment  of  a  line  from  Baltimore  to  Chicago,  in- 
volving the  heavy  and  expensive  work  over  the  Alleghany  Mountains, 
it  is  fair  to  presume  that  if  no  "watered  stock"  had  been  issued,  and 
if  no  surplus  earnings  had  been  charged  to  capital  account,  the  actual 
cost  of  the  New  York  Central  line  to  Chicago,  which  traverses  a  level 
country  nearly  the  entire  distance,  did  not  exceed,  in  its  present  condi- 
tion, $75,000,000,  that  of  the  Pennsylvania  line  $67,000,000,  and  the  Erie, 
from  New  York  to  Dunkirk,  $40,000,000.     Assuming  these  estimates  to 

*  See  Poore's  Manual,  p.  64-. 


74 


TRANSPORTATION    TO    THE    SEABOARD. 


"be  approximately  correct,  we  hare  an  excess  of  capital  over  actual  cost 
on  these  three  lines  as  follows  : 


Xanie  of  line. 

Present  capi- 
tal in  stock 
and  bonds. 

Probable 
actual  cost. 

Excess  of  cap- 
ital over  ac- 
tual cost. 

$108,  807,  000 
190,  188, 137 
78,  290,  374 

$40,  000,  000 
75,  000.  000 
67,  000,  000 

$68,  807,  000 
115,188  137 

Pennsylvania  line,  from  Philadelphia  to  Chicago,  890  miles . . 

11,  290,  374 

Totals 

376,  285,  511 

182,  000,  000 

195  285  511 

Making  a  total  of  over  8195,000.000,  on  which,  to  pay  a  dividend  of 
10  per  cent,  per  annum,  the  commerce  between  the  West  and  the  East 
must  annually  contribute  over  $19,000,000.  In  the  presence  of  such 
facts  as  these,  and  with  no  assurance  that  the  evils  of  stock-inflation 
are  to  be  restrained  in  the  future,  it  is  not  surprising  that  the  murmurs 
of  discontent  have  swollen  into  a  storm  of  popular  indignation,  which 
will  only  be  appeased  by  a  thorough  and  radical  reform,  or  by  opening 
up  new  channels  of  commerce  which  shall  relieve  the  public  from  abso- 
lute dependence  upon  those  which,  by  reason  of  stock-speculations,  are 
rendered*  inca pable  of  performing  the  service  required  at  reasonable 
rates. 

It  is  but  fair,  however,  to  state  the  answer  of  the  railway  managers 
on  this  point.  The  evidence  of  Mr.  Edwin  D.  Worcester,  secretary  of 
the  ]Sew  York  Central  Railway,  on  pages  138  to  15G,  presents  the  rail- 
road view  of  this  subject.  He  insists  that  "the  amount  of  capital  has 
nothing  whatever  to  do  with  charges;  that  the  amount  taken  is  one 
thing,  a  thing  by  itself,  and  what  the  business  will  bear,"  having  refer- 
ence to  the  largest  development  of  traffic,  quite  another  thing.  He 
adds  :  "  Eates  cannot  be  put  up  beyond  a  certain  point — business  will 
not  bear  it.  Beyond  that  point  combinations  can  effect  nothing."  *  * 
"There  never  was  such  a  thing  heard  of  as  a  company  that  in- 
creased its  capital  stock  as  an  excuse  or  occasion  for  putting  up  rates. 
It  could  just  as  well  put  up  rates  if  the  business  would  bear  it  without 
increasing  the  capital,  and,  if  able,  pay  double  the  rate  of  dividend." 
*  *  *  "When  the  prosperity  is  considerable  there  is  an  inducement 
to  increase  the  capital."  *  *  *  "A  question  of  disposition  to  charge 
would  be  one  thing,  the  question  of  ability  to  charge  would  be  another. 
The  ability  to  charge  depends  upon  what  property  will  bear  in  view  of 
its  moving  to  market,  in  view  of  the  development  and  magnitude  of  the 
business,  and  considerations  of  that  kind.  With  a  doubled  capital 
stock,  there  might  be  an  inducement  to  a  road  to  increase  its  rates,  if 
those  rates  would  bear  an  increase ;  it  would  be  found,  however,  in  every 
case  I  ever  knew  of,  that  rates  were  already  as  high  as  the  business 
would  bear  in  view  of  all  the  circumstances,  and  of  the  principle  of  the 
maximum  amount  of  business  of  which  I  spoke.  When  it  has  been 
found  in  some  cases  that  these  already  existing  rates  produced  more 


TRANSPORTATION    TO    THE    SEABOARD.  75 

than  a  certain  percentage  of  revenue  there  has  been  a  capitalization, 
but  this  has  been  an  effect,  not  a  cause." 

He  farther  says,  "  It  is  a  fact  well  known  to  all  railroad  people,  that 
the  companies  having  the  largest  capital,  and  that  watered  the  most,  as 
it  is  called,  are  doing  the  work  cheaper  all  over."  (Evidence,  p.  142.) 
And  on  page  151  of  the  evidence  he  submits  a  table  of  charges  on  the 
New  York  Central  Railway  from  18G2  to  1871,  inclusive,  showing  a  con- 
stant reduction  of  rates  since  1865,  notwithstanding  the  increase  of 
capital  stock.  He  also  states  that  "  from  1853  down  to  1868,  when  the 
Vanderbilt  people  came  in,  the  average  dividends  paid  was  a  little  less 
than  7  per  cent.  That  was  on  what  was  called  the  old  stock,  not  in- 
creased by  any  operation  whatever.  During  all  that  time,  however,  the 
rates  of  freight  were  considerably  higher  than  they  have  since  been. 
In  1865,  the  last  year  that  Mr.  Richmond  managed  the  road,  the  aver- 
age per  ton  per  mile,  including  all  classes  of  freight,  was  3.26  cents. 
In  1866,  the  year  that  Mr.  Keep  managed  it,  it  was  2.87  cents.  The 
dividends  during  the  two  years  of  Mr.  Keep's  and  Mr.  Richmond's 
control  were  6  per  cent.  In  1871,  when  all  were  paying  on  a  larger 
capital,  the  average  rate  per  ton  per  mile  was  1.49  cents."  This  result 
is  accounted  for  by  Mr.  Worcester  on  the  ground  that  the  large  profits 
from  the  smaller  charges  are  due  to  the  greater  economy  now  practiced 
by  the  managers  of  the  road.  (Evidence,  p.  150.)  Much  credit  is  also 
claimed  by  railway  men  generally,  because  on  the  through  trunk-lines 
between  the  West  and  East  great  reductions  have  been  made  in  charges 
since  1865,  and  in  nearly  all  the  statements  on  that  subject  presented 
to  your  committee,  the  present  charges  are  compared  with  those  of  that 
year.  Now,  it  happens  that  in  1865  the  effects  of  the  war  and  of  our 
depreciated  currency  had  caused  railway  rates  to  reach  the  highest 
point  ever  known  since  this  system  of  transportation  came  into  general 
use.  Perhaps  a  more  instructive  comparison  may  be  made  between 
the  years  1860  and  1872.  By  reference  to  page  35  of  the  appendix 
it  will  be  observed  that  the  average  charges  on  fourth-class  freights 
(such  as  wheat  and  corn)  from  Chicago  to  New  York  were,  as  in  1860, 
31.3  cents  per  bushel  of  60  pounds ;  and  in  1872,  reduced  to  a  gold 
standard,  the  average  charges  were  30  cents  per  bushel.  The  tonnage 
moved  on  the  New  York  Central  Railway  in  1860  was  1,028,182  tons, 
and  in  1872  it  was  4,393,965  tons.  As  we  shall  hereafter  see,  the  cost 
of  movement  diminishes  in  proportion  to  the  increase  of  tonnage.  But 
while  the  tonnage  has  increased  327  per  cent.,  the  charges  have  been 
reduced  only  4  per  cent.  But  for  the  additional  dividends  rendered 
necessary  by  the  increase  of  paper  capital,  the  charges  could  have  been 
reduced  somewhat  in  proportion  to  the  increase  of  business.  It  is  admitted 
that  economical  and  able  management  should  afford,  to  some  extent,  the 
measure  of  compensation  5  but  railways  are  public  highways,  and  as  such 
are  authorized  to  take  private  property  for  public  uses,  which  involves 
the  corresponding  duty  on  their  part  to  render  the  public  the  best  and 


76  TRANSPORTATION    TO    THE    SEABOARD. 

cheapest  service  in  their  power,  consistent  with  a  fair  and  reasonable 
compensation  to  themselves.  If,  by  reason  of  increased  business,  they 
are  able  to  pay  dividends  on  a  doubled  capital,  it  would  seem  to  afford  a 
reason  for  reduction  of  rates  one-half,  rather  than  for  an  additional  issue 
of  stock.  The  principle  upon  which  the  State  grants  to  a  railway  a  por- 
tion of  her  sovereignty,  whereby  it  is  enabled  to  appropriate  private 
property  to  a  public  use,  is  not  that  the  corporation  shall  tax  the  public 
the  highest  rates  for  transportation  that  the  il  property  will  bear  in  view 
■of  its  moving  to  market,"  but  that  the  service  shall  be  rendered  for  the 
smallest  compensation  that  will  pay  a  reasonable,  and  even  liberal,  return 
for  the  capital  invested  and  service  performed. 

If,  by  the  exercise  of  economy,  the  company  can  pay,  at  a  given  rate 
of  charges,  a  dividend  that  will  justify  an  increase  of  stock,  the  public 
is  entitled  to  a  reduction  of  the  rates,  because  the  exercise  of  economy 
and  administrative  ability  is  one  of  the  implied  conditions  on  which  a 
monopoly  of  the  line  is  granted  to  the  corporation.  A.nd  if,  by  reason  of 
a  large  increase  of  business  furnished  by  the  public,  the  cost  of  carriage 
is  diminished,  those  who  furnish  such  increase  should  have  at  least  a 
portion  of  the  benefits  accruing  from  it. 

Your  committee  are  of  the  opinion  that  stock  inflation  is  wholly  inde- 
fensible ;  that  it  necessarily  produces  increased  charges  and  promotes 
corrupt  speculations,  and  hence  should  be  prohibited.  It  would  of  course 
be  difficult,  if  not  impossible,  to  cure  existing  evils  by  legislation,  be- 
cause such  inflations  have  been  in  nearly  all  cases  authorized  by  State 
legislatures,  and  hence  have  the  sanction  of  law ;  and  because  a  large 
proportion  of  such  stock  has  passed  out  of  the  hands  of  the  original 
holders,  and  is  now  owned  by  innocent  persons  who  have  paid  full  con- 
sideration for  it.  The  remedy  for  this  abuse  seems  to  fall  peculiarly 
within  the  jurisdiction  of  the  States  who  have  created  the  corporations 
from  which  such  practices  proceed,  but  your  committee  believe  the  evil 
to  be  of  such  magnitude  as  to  justify  and  require  for  its  prevention  the 
•co-operation  of  both  Congress  and  the  States. 

The  third  of  the  above  enumerated  causes  of  high  rates,  namely, "  the 
introduction  of  intermediate  agencies,  such  as  car  companies,  fast 
freigh-tlines,"  &c,  has  been  the  subject  of  some  misapprehension.  These 
agencies  are  not  always  an  unmixed  evil.  On  the  contrary,  they  are 
often  productive  of  beneficial  results,  both  to  the  companies  and  to  the 
public.  We  will  briefly  refer  to  some  of  their  good  and  evil  character- 
istics and  results.  The  hiring  of  cars  at  the  rates  they  are  furnished  by 
car  companies,  namely,  1£  to  2  cents  per  mile  run,  is  doubtless  a  very 
expensive  operation,  and  evidently  profitable  to  the  car  company,  but 
to  a  road  that  is  unable  to  supply  itself  with  sufficient  rolling  stock  to 
meet  the  demands  of  business  at  certain  seasons  of  the  year,  it  is  a 
necessity.  When  this  is  done  to  supply  a  real  necessity,  and  only  not  for 
purposes  of  speculation  by  the  managers  of  the  road  in  collusion  with 
such  car  company,  we  are  unable  to  discover  in  it  anything  to  condemn. 


TRANSPORTATION    TO    THE    SEABOARD.  77 

Fast  freight-lilies. — There  are  several  kinds  of  fast  freight  organiza- 
tions, the  history  and  description  of  which  are  given  by  Mr.  G.  E.  Blanch- 
ard,  second  vice-president  of  the  Erie  Railway,  on  pages  3G1  to  368  of 
the  evidence.  These  organizations  are  divided  into  two  general  classes  • 
1st,  co-operative,  and  2d,  non-co-operative.  The  cooperative  organiza- 
tions are  nothing  more  than  arrangements  and  combinations  between 
railways  for  forwarding  freight  over  their  respective  lines.  They  are 
formed  by  each  company  contributing  a  pro  rata  of  cars  based  upon 
mileage,  or  upon  the  amount  of  business  done  by  each.  The  mileage 
balances  are  settled  upon  the  clearing-house  principle,  at  the  rate  of  a 
cent  and  a  half  per  mile.  By  this  co-operative  plan  railway  companies 
receive  all  the  profits  from  the  business  transacted,  and  the  public  re- 
ceives the  benefit  of  greater  efficiency  and  economy  of  service.  These 
lines  are  also  enabled  to  reach  the  small  interior  points  of  supply,  and 
without  transshipment  or  intermediate  expenses,  to  distribute  freights 
at  the  points  of  consumption  ;  thus  avoiding  the  expenses  of  transship- 
ment and  the  charges  of  middle-men.  The  adoption  of  this  system,  and 
of  carrying  in  bulk,  has,  as  we  shall  hereafter  see,  contributed  more  than 
anything  else  to  the  large  increase  of  grain  transportation  by  rail  which 
has  taken  place  within  the  last  five  years.  A  full  description  of  the 
operation  and  effect  of  these  lines  will  be  found  on  pages  74  to  81  of  the 
evidence. 

With  the  exception  of  the  tendency  to  bring  about  a  general  combi- 
nation of  railways,  as  hereinafter  mentioned,  the  committee  are  unable 
to  find  any  serious  objection  to  the  co-operative  lines.  On  the  other 
hand,  there  is  much  to  commend  them  to  public  favor. 

Non-co-operative  freight-line  organizations  embrace  such  as  are  not 
owned  by  the  railways  over  which  they  are  operated,  but  by  corpora- 
tions or  individuals  whose  interests  are  not  identical  with  the  interests 
of  the  railway  companies,  and  who  stand  between  them  and  the  public. 
The  various  forms  of  this  class  of  freight-lines,  and  their  influence  upon 
the  cost  of  transportation,  are  fully  explained  on  pages  361  to  364  of 
the  evidence,  from  which  it  appears  that  they  are  in  many,  if  not  in  all 
cases,  a  fraud  both  upon  the  stockholders  of  the  railway  and  upon  the 
public.  Mr.  J.  M.  Walker,  president  of  the  Chicago,  Burlington  and 
Quincy  Railroad,  denounces  them  as  "parasites  that  should  not  be  tol- 
erated in  any  railroad  management,"  and  as  "unjust  to  the  railroad,  to 
the  shipper,  and  to  everybody  else,  because  all  the  profits  that  come 
from  these  freight-lines  should  go  into  the  railroad  treasury ;  if  the  rail- 
roads receive  all  the  profits  there  is  from  transportation,  they  can  reduce 
their  charges  to  that  extent."     (Evidence,  p.  259.) 

The  inducements  on  the  part  of  railway  companies  to  contract  with 
such  companies  are  ostensibly  to  secure  the  large  aggregate  of  traffic 
they  claim  to  control,  but  in  a  great  many  cases  a  division  of  profits  be- 
tween the  officers  of  the  railway  company  and  the  persons  entering  into 
these  contracts  is  effected  by  a  judicious  distribution  of  their  stock. 
(Evidence,  p.  365)     Mr.  Blanchard  expresses  the  opinion  that  the  intro- 


78  TRANSPORTATION    TO    THE    SEABOARD. 

duction  of  middlemen  between  the  interests  of  the  railways  and  the 
public  "has  had  a  great  deal  to  do  with  the  system  of  peculation  and 
fraud  which  has  crept  into  the  railway  management  of  this  country." 
He  illustrates  these  effects  upon  the  cost  of  transportation  as  follows : 

"  We  have  here  on  our  own  line  parallel  cases,  which  show  how  much 
more  just  the  co-operative  form  is,  to  both  the  owners  of  the  property 
and  the  public,  than  perhaps  any  other  that  could  be  drawn.  Under 
the  contract  made  by  Mr,  Gould  for  tbe  Great  Western  Dispatch  Com- 
pany, which  is  the  second  form  I  have  spoken  of — a  commission  line — 
we  have  paid  to  them  15  per  cent,  upon  the  first  three  classes  west-bound, 
and  10  and  8  upon  the  fourth  and  special  classes  west-bound.  We  have 
also  paid  10  per  cent,  upon  the  upper  classes  east-bound,  and  8  per  cent, 
upon  the  lower  classes  east-bound,  although  a  portion  of  the  receipts 
were  returnable  to  the  railways  in  dividends.  Running  parallel  to  that 
line  to  Chicago,  the  Erie  and  North  Shore  Line  was  organized  two  years 
ago  this  fall,  upon  the  completion  of  the  Niagara  Falls  branch  of  the 
Erie  Railway.  Mr.  Joy,  the  president  of  the  Michigan  Central  Road, 
being  an  economical  and  fair  manager,  and  having  the  interests  of  his 
stockholders  and  the  public  much  more  at  heart  than  Mr.  Gould  is  ever 
regarded  to  have  had,  demanded  that  the  co-operative  form  of  line  should 
be  made,  and  the  Erie  and  North  Shore  Line  has,  during  the  year  which 
I  have  been  immediately  supervising  the  freight-traffic  of  the  Erie  Com- 
pany, been  running  parallel  to  the  Great  Western  Dispatch.  The  aver- 
age which  the  Great  Western  Dispatch  has  deducted  from  the  Erie 
Railway  earnings  has  been  in  the  neighborhood  of  9  per  cent,  (although 
we  do  share  ultimately  in  a  dividend),  while  the  North  Shore  Line  costs 
less  than  3  per  cent." 

This  practical  illustration  shows  that  6  per  cent,  of  the  cost  of  trans- 
portation was  due  to  the  agency  of  the  non-co-operative  organization, 
and  also  affords  an  explanation  of  the  reason  why  certain  roads,  which 
do  a  large  business  at  high  rates,  fail  to  pay  dividends  to  their  stock- 
holders. In  short,  this  system  of  freight-lines  constitutes  one  of  the 
most  efficient  instrumentalities  by  which  railway  officers  sometimes 
grow  rich,  while  the  public  pays  high  rates,  and  stockholders  wait  in 
vain  for  dividends.  It  is  gratifying  to  state,  however,  that  this  abuse 
prevails  to  a  less  extent  now  than  formerly.  Stockholders  are  begin- 
ning to  understand  its  effect  upon  their  profits,  and  hence  non-co-opera- 
tive freight-lines  are  being  changed  to  the  co-operative  systems. 

The  committee  are  of  the  opinion  that  great  good  would  result  from 
the  passage  of  State  laws  prohibiting  officers  of  railway  companies  from 
owning  or  holding,  directly  or  indirectly,  any  interest  in  any  non-co- 
operative freight-line  operated  upon  the  railroad  with  which  they  are 
connected  in  such  official  capacity. 

The  committee  will  consider  the  other  "defects  and  abuses"  above 
enumerated  in  connection  with  the  remedies  which  have  been  suggested. 

The  discussion  of  these  measures  involves  the  consideration  of,  first: 


TRANSPORTATION    TO    THE    SEABOARD.  79 

THE  CONSTITUTIONAL  POWER  OF  CONGRESS  TO  REGULATE 
COMMERCE  AMONG  THE  SEVERAL  STATES. 

In  discussing  the  constitutional  power  of  Congress  over  this  subject, 
•we  shall  intentionally  omit  all  consideration  of  the  dangers  of  its  exer- 
cise. Whatever  those  dangers  may  be,  they  address  themselves  to  the 
sound  discretion  of  Congress,  in  view  of  its  responsibility  to  the  people, 
but  do  not,  in  the  slightest  degree,  affect  the  inquiry  as  to  the  existence 
of  the  power  itself.  To  argue  that  because  a  power  may  be  abused  it 
therefore  does  not  exist,  is  to  contradict  facts  patent  in  the  constitution 
of  every  civilized  nation.  It  would  in  fact  be  impossible  to  construct 
a  government  that  could  maintain  its  own  existence,  without  giving  it 
powers  which  may  be  used  to  the  injury  of  its  subjects,  and  even  to  its 
own  ruin.  Take,  for  instance,  the  war-powers  of  our  own  government. 
Congress  may  to-morrow,  without  any  cause  whatever,  declare  war 
against  all  the  nations  of  the  earth,  and  yet  no  one  will  argue  that  be- 
cause of  this  liability  to  abuse,  the  power  to  declare  war  does  not  exist. 

The  power  to  lay  and  collect  taxes  may  be  used  to  the  injury  of  the 
people  in  many  ways,  but  no  one  doubts  its  existence.  So  of  many  of 
the  other  acknowledged  powers  of  the  government.  The  wise  and 
illustrious  men  who  embodied  in  our  Constitution  the  element  of  free 
government,  were  careful  to  delegate  to  Congress  all  the  powers  essen- 
tial to  the  existence  and  progress  of  a  great  nation,  but  at  the  same 
time  they  provided  an  ample  safeguard  against  the  abuse  of  such  pow- 
ers, by  making  those  to  whom  they  were  intrusted  directly  responsible 
to  the  people.  In  fact  the  theory  upon  which  they  constructed  our  gov- 
ernment was,  that  the  people  themselves  exercise  the  powers  granted, 
through  their  special  agents  appqinted  for  that  purpose;  and  this  being 
not  only  the  theory  but  the  practical  effect  of  our  Constitution,  there 
was  less  danger  in  conferring  power  on  Congress  than  there  would  be 
upon  the  legislature  of  any  other  nation. 

"Where  there  is  a  doubt  as  to  whether  a  certain  power  has  been 
granted,  the  inquiry  very  naturally  and  properly  arises,  is  it  unusual  in 
its  character,  and  unknown  in  other  governments?"  If  so,  the  keenest 
scrutiny  will  be  invited,  and  the  most  satisfactory  demonstration  of  its 
existence  will  be  required.  "But  if,  on  the  contrary,  it  be  a  power  which 
every  government  in  Christendom  is  admitted  to  possess,  which  has 
always  been  exercised  by  every  government  hitherto  existing,  a  power 
essential  to  the  progress  of  civilization,  without  which  agriculture  must 
languish  and  labor  be  unrewarded,  commerce  and  trade  must  be  im- 
peded and  intercourse  obstructed,  then  the  inquirer  will  approach  the 
investigation  in  a  different  spirit.  While  he  will  still  require  satisfac- 
tory evidence,  he  will  be  prepared  to  give  a  favorable  ear  to  what  may 
be  adduced  to  establish  the  fact  of  such  a  power  having  been  granted." 
There  can  be  no  doubt  to  which  class  of  powers  the  one  under  discus- 
sion belongs. 


80  TRANSPORTATION  TO  THE  SEABOARD. 

It  being  conceded  that  certain  powers  over  interstate  commerce  are 
delegated  to  Congress  by  the  Constitution,  the  inquiry  to  which  we  shall 
address  ourselves,  is  not  what^powers  ought  to  have  been  granted,  but 
what  is  the  nature,  extent,  and  application  of  the  powers  actually  delegated  ! 

In  the  discussion  of  this  question  we  shall  endeavor  to  maintain  the 
following  propositions : 

First.  That  the  powers  of  Congress,  whatever  they  may  be,  are  derived 
directly  from  the  people  of  the  several  States,  and  not  from  the  States 
themselves. 

Second.  That  prior  to  the  adoption  of  the  Constitution  the  powers 
now  possessed  by  the  general  government  constituted  a  part  of  the 
supreme  sovereignty  which  resided  in  the  people  of  the  several  States ;  and 
that  the  sovereignty  of  the  people  of  the  States  over  commerce  was  abso- 
lute, excepting  only  as  it  was  limited  by  the  Articles  of  Confederation. 

Third.  That  whatever  elements  and  attributes  of  sovereignty  appertained 
to  these  powers  when  they  existed  in  the  people  of  the  several  States,  were 
transferred  to  the  general  government,  icith  the  powers  themselves,  by  the 
Constitution  5  and  that  they  now  exist  in  Congress  as  fully  and  com  - 
pletely  as  they  formerly  did  in  the  people  of  the  States,  subject  only  to 
the  express  limitations  of  the  Constitution. 

Fourth.  That  the  grant  of  powers  to  Congress  is  an  investment  of  power, 
for  the  general  advantage,  in  the  hands  of  agents  selected  for  that  pur- 
pose, and  hence  they  are  not  to  be  construed  strictly,  and  against  the 
grantee,  but  according  to  the  natural  and  obvious  meaning  of  the  lan- 
guage of  the  Constitution,  taken  in  connection  with  the  purposes  for 
which  they  were  conferred. 

Fifth.  That  every  important  word  in  the  clauses  which  confer  the 
" power  to  regulate  commerce  among  the  several  States,"  and  to  "make  all 
laws  which  shall  be  necessary  and  proper  for  carrying  it  into  execution," 
has  received  judicial  construction  by  the  Supreme  Court  of  the  United 
States,  and  that  under  such  construction  the  power  of  Congress  to  regu- 
late interstate  transportation  by  railroads,  and  to  aid  and  facilitate 
commerce,  is  clearly  established. 

Sixth.  That  in  the  exercise  of  its  delegated  powers,  Congress  is  author- 
ized, under  the  grant  of  auxiliary  powers,  to  employ  such  means  as  are 
appropriate  and  plainly  adapted  to  their  execution,  and  is  not  confined  to 
means  which  are  indispensably  necessary  ;  and  that  the  courts  will  not 
inquire  into  the  degree  of  necessity  of  any  particular  means  which  may 
be  adopted. 

Seventh.  In  the  selection  of  means  by  which  interstate  commerce  shall 
be  regulated,  Congress  in  its  discretion,  and  under  its  responsibility  to 
the  people,  may,  first,  prescribe  the  rules  by  which  the  instruments,  vehi- 
cles, amlagents  engaged  in  transporting  commodities  from  one  State  into  or 
through  another  shall  be  governed,  whether  such  transportation  is  by  land 
or  by  water,  on  railroads  or  in  steamboats.  Seco  nd,  that  it  may  appropri- 
ate money  for  the  construction  of  railways  or  canals,  when  the  same  shall 


TRANSPORTATION    TO    THE    SEABOARD.  8  L 

be  necessary  for  the  regulation  of  commerce.  Third.  That  it  may  incor- 
porate a  company  with  authority  to  construct  them.  Fourth.  That  it 
may  exercise  the  right  of  eminent  domain  within  a  State,  in  order  to 
provide  for  the  construction  of  such  railways  or  canals;  or,  fifth,  it  may, 
in  the  exercise  of  the  right  of  emineut  domain,  take  for  the  public  use, 
paying  just  compensation  therefor,  any  existing  railway  or  canal  owned 
by  private  persons  or  corporations. 

THE  POWERS  OF  THE  NATIONAL  GOVERNMENT  ARE  DERIVED  DIRECTLY 

FROM  THE   PEOPLE. 

In  the  case  of  McCulloch  vs.  Maryland,  the  counsel  for  the  defendant 
in  error  insisted  that  in  the  construction  of  the  Constitution  it  was  im- 
portant to  consider  that  instrument  not  as  emanating  from  the  people, 
but  as  the  act  of  sovereign  and  independent  States.  ■  The  powers  of  the 
general  government,  it  was  argued,  "are  delegated  by  the  States,  who 
alone  are  truly  sovereign,  and  must  be  exercised  in  subordination  to  the 
States,  who  alone  possess  supreme  dominion."  The  court,  by  Marshall, 
C.  J.,  in  reply,  says:  "It  would  be  difficult  to  sustain  this  proposition. 
The  convention  which  framed  the  Constitution  was  indeed  elected  by 
the  State  legislatures ;  but  the  instrument,  when  it  came  from  their  hands, 
was  a  mere  proposal,  without  obligations  or  pretensions  to  it.7'  It  was 
reported  to  the  then  existing  Congress  of  the  United  States,  with  a  re- 
quest that  it  might  "be  submitted  to  a  convention  of  delegates  chosen 
in  each  State  by  the  people  thereof,  under  the  recommendation  of  its 
legislature,  for  their  assent  and  ratification."  This  mode  of  proceeding- 
was  adopted,  and  by  the  convention,  by  Congress,  and  by  the  State 
legislatures  the  instrument  was  submitted  to  the  people.  They  acted 
upon  it  in  the  only  manner  in  which  they  can  act  safely,  effectively,  and 
wisely  on  such  a  subject,  by  assembling  in  convention.  It  is  true  they 
assembled  in  their  several  States — and  where  else  should  they  have 
assembled?  No  political  dreamer  was  ever  wild  enough  to  think  of 
breaking  down  the  lines  which  separate  the  States,  and  of  compounding 
the  people  into  one  common  mass.  Of  consequence,  when  they  act, 
they  act  in  their  States.  But  the  measures  they  adopt  do  not,  on  that 
account,  cease  to  be  the  measures  of  the  people  themselves,  or  become 
the  measures  of  the  State  governments.  From  these  conventions  the 
Constitution  derives  its  whole  authority.  The  government  proceeds 
directly  from  the  people,  is  "ordained,  and  established."  in  the  name  of  the 
people,  and  is  declared  to  be  ordained  "  in  order  to  form  a  more  perfect 
Union,  establish  justice,  insure  domestic  tranquillity,  and  secure  the 
blessings  of  liberty  to  themselves  and  to  their  posterity."  The  assent 
of  the  States  in  their  sovereign  capacity  is  implied  in  calling  a  conven  - 
tion,  and  thus  submitting  that  instrument  to  the  people.  But  the  people 
were  at  perfect  liberty  to  accept  or  reject  it;  and  their  act  was  final.  It  re- 
quired not  the  affirmance,  and  could  not  be  negatived  by  the  State  govern- 
S.  Rep.  307 C 


82  TRANSPORTATION    TO    THE    SEABOARD. 

went.    The  Constitution,  when  thus  adopted,  was  of  complete  obliga- 
tion, and  bound  the  State  sovereignties. 

"It  has  been  said  that  the  people  had  already  surrendered  all  their 
powers  to  the  State  sovereignties,  and  had  nothing  more  to  give.  But 
surely  the  question  whether  they  may  assume  and  modify  the  powers 
granted  to  the  Government  does  not  remain  to  be  settled  in  this  coun- 
try. Much  more  might  the  legitimacy  of  the  government  be  doubted  had 
it  been  created  by  the  States.  The  powers  delegated  to  the  State  sover- 
eignties were  to  be  exercised  by  themselves,  not  by  a  distinct  and  independ- 
ent sovereignty,  created  by  themselves.  To  the  formation  of  a  league, 
such  as  was  the  Confederation,  the  State  sovereignties  were  certainly 
competent.  But  when,  'in  order  to  form  a  more  perfect  union,'  it  was 
deemed  necessary  to  change  this  alliance  into  an  effective  government, 
possessing  great  and  sovereign  powers,  and  acting  directly  on  the  peo- 
ple, the  necessity  of  referring  it  to  the  people,  and  of  deriving  its  powers  di- 
rectly from  them,  teas  felt  and  acknowledged  by  all.  The  Government  of 
'the  Union,  then,  is  emphatically,  and  truly,  a  government  of  the  people.  In 
form  and  substance  it  emanates  from  them.  Its  powers  are  granted  by 
them,  and  are  to  be  exercised  directly  on  them,  and  for  their  benefits  (4 
AVlieaton,  403,  404.) 

WHAT  IS  THE   NATURE  AND   EXTENT  OF  THE   POWERS  THUS   GRANTED 
BY   THE   PEOPLE   TO   CONGRESS! 

The  powers  of  the  national  government,  though  limited  in  their 
objects,  are,  in  their  sphere  of  action,  absolute,  sovereign,  supreme. 
"The  power  existing  in  every  body-politic  is  an  absolute  despotism ;  in 
constituting  a  government  it  distributes  that  power  as  it  pleases,  and  in 
the  quantity  it  pleases,  and  imposes  what  checks  it  pleases  upon  its 
public  functionaries."     (Livingston  vs.  Moore,  7  Peters,  546.) 

From  the  Declaration  of  Independence,  in  1770,  to  the  establishment 
of  the  Confederation,  in  1781,  this  "absolute  sovereignty"  existed  in  the 
body-politic  of  each  of  the  several  States,  then  separate  and  completely 
independent  sovereignties. 

By  the  articles  of  confederation,  a  portion  of  these  sovereign  powers 
were  conceded  by  the  several  States  to  the  United  States,  each  State  re- 
taining "its  sovereignty,  freedom,  and  independence,  and  every  power? 
jurisdiction,  and  right  which  is  not  by  this  Confederation  expressly  del- 
egated to  the  United  States  in  Congress  assembled."  When  experience 
had  very  soon  demonstrated  the  weakness  and  defects  of  the  Confed- 
eration, "  The  people  of  the  United  Statesv  resumed  all  the  powers  of 
sovereignty  which  had  previously  existed  in  each  independent  body- 
politic,  and  by  a  Constitution  of  their  own  creation  established  a  new 
government;  and  in  constituting  it,  distributed  the  plenary  and  abso- 
lute powers  residing  in  themselves,  in  accordance  with  their  own  supreme 
will  and  pleasure.  To  the  Congress  of  the  United  States  they  delegated 
certain  powers,  enumerated  and  implied,  together  with  the  auxiliary 
powers  to  carry  them  into  execution.  To  the  States,  certain  powers 
were  prohibited.  "And  the  powers  not  delegated  to  the  United  States 
by  the  Constitution,  nor  prohibited  by  it  to  the  States,  are  reserved  to 


TRANSPORTATION    TO    THE    SEABOARD.  83 

the  States  respectively,  or  to  the  people."  These  powers,  thus  delegated 
to  Congress,  are,  therefore,  a  part  of  the  absolute  sovereignty  of  the 
people,  and  are  the  same  in  quality,  and  as  absolute  and  unlimited  as  were 
the  same  powers  when  they  previously  existed  in  the  people  of  the 
separate  and  independent  States,  unless  some  limitation  upon  them  can 
be  found  in  the  instrument  by  which  they  were  delegated.  Why  should 
they  not  be  ?  They  are  derived  directly  from  the  source  of  absolute 
power — the  people.  They  constitute  a  part  of  their  sovereignty,  held 
in  trust  by  the  nation  for  the  people,  to  be  exercised  for  their  benefit, 
and  under  such  restrictions  only  as  they  have  been  pleased  to  impose. 
All  the  limitations  and  safeguards  which  they  deemed  necessary,  or 
intended  to  put  upon  the  exercise  of  those  powers,  are  expressed  in  the 
Constitution.  Hence,  where  no  limitations  or  restrictions  are  imposed, 
by  that  instrument,  upon  the  powers  delegated  to  Congress,  they  are, 
within  their  sphere  of  action,  and  as  to  the  objects  for  which  they  were 
granted,  absolute  and  supreme.  In  the  words  of  Marshall,  C.  J.,  (4 
Wheaton,  405),  "  If  any  one  proposition  could  command  the  universal  assent 
of  mankind ,  ice  might  expect  it  icould  he  this:  that  the  government  of  the 
Union,  though  limited  in  its  powers,  is  supreme  within  its  sphere  of  action." 
Speaking  of  the  power  conferred  on  Congress  by  the  terms  "to  regu- 
late commerce,"  Mr.  Calhoun,  in  submitting  the  report  of  a  select  com- 
mittee, June  26,  184G,  said :  "They  (the  committee)  are  of  the  opinion, 
after  due  reflection,  that  they  confer  on  Congress  all  the  powers  which, 
by  a  fair  interpretation,  belong  to  the  States,  as  fully  as  the  States 
themselves  possessed  it,  except  such,  if  there  be  any,  as  may  be  pro- 
hibited by  the  Constitution  from  being  exercised  either  expressly  or  im- 
pliedly. Tli at  they  confer  on  Congress  all  the  power  to  regulate  com- 
merce with  each  other,  with  that  exception,  would  seem  to  be  so  clear  as 
hardly  to  admit  of  doubt,  as  the  words  by  which  it  is  delegated  are 
used  without  qualification  or  condition.  But  if  there  should  be  room 
for  doubt,  it  would  be  removed  by  adverting  to  the  reasons  for  dele- 
gating the  power.  It  was  not  to  limit  or  prohibit  it  as  a  power  of  a 
dangerous  character,  and  which  on  that  account  ought  to  be  restricted 
or  prohibited.  On  the  contrary,  it  was  regarded  as  one  of  the  utmost 
utility,  and  on  the  proper  control  of  which  the  prosperity  of  the  States 
essentially  depended,  and  it  was  accordingly  for  the  purpose  of  obtain- 
ing such  control,  as  well  as  to  prevent  collisions  among  the  States,  and 
not  to  restrict  or  prohibit  it,  that  it  was  delegated  to  the  Federal  Gov- 
ernment as  their  common  representative  and  organ  in  their  external 
relations  with  each  other  and  with  foreign  nations."  But  in  order 
to  silence  forever  all  doubts  as  to  the  sovereignty  of  the  Union  within 
the  sphere  of  its  delegated  powers,  the  Constitution  expressly  pro- 
vides that  "  this  Constitution,  and  the  laws  of  the  United  States  which 
shall  be  made  in  pursuance  thereof,  shall  be  the  supreme  law  of  the  land, 
anything  in  the  constitution  or  laws  of  any  State  to  the  contrary  not- 
withstanding." 


84  TRANSPORTATION    TO    THE    SEABOARD. 

RULE   OF   CONSTRUCTION. 

The  rule  by  which  the  powers  delegated  to  Congress  are  to  be  con- 
strued is  thus  laid  down  by  the  Supreme  Court  of  the  United  States,  in 
Gibbons  vs.  Ogden,  9  Wheaton,  187 :  "This  instrument  contains  an  enu- 
meration of  powers  expressly  granted  by  the  people  to  their  govern- 
ment. It  has  been  said  that  these  powers  ought  to  be  construed  strictly. 
But  why  ought  they  to  be  so  construed  I  Is  there  one  sentence  in  the 
Constitution  which  gives  countenance  to  thisrule %  In  the  last  of  the 
enumerated  powers — that  which  grants  expressly  the  means  for  carry- 
ing all  the  others  into  execution — Congress  is  authorized  'to  make  all 
laws  which  shall  be  necessary  and  proper '  for  the  purpose.  But  this 
limitation  on  the  means  which  may  be  used  is  not  extended  to  the  poivers 
which  are  conferred,  nor  is  there  one  sentence  in  the  Constitution  which 
has  been  pointed  out  by  the  gentlemen  of  the  bar,  or  which  we  have 
been  able  to  discover,  that  prescribes  this  rule.  We  do  not,  therefore, 
think  ourselves  justified  in  adopting  it.  *  *  *  As  men  whose 
intentions  require  no  concealment  generally  employ  words  which  most 
directly  and  aptly  express  the  ideas  they  intend  to  convey,  the  enlight- 
ened patriots  who  framed  our  Constitution,  and  the  people  who  adopted 
it,  must  be  understood  to  have  employed  words  in  their  natural  sense, 
and  to  have  intended  what  they  said.  *  *  *  The  grant  does  not 
convey  power  which  might  be  beneficial  to  the  grantor,  if  retained  by 
himself,  or  which  can  inure  solely  to  the  benefit  of  the  grantee,  but  is 
an  investment  of  power,  for  the  general  advantage,  in  the  hands  of  agents 
selected  for  that  purpose ;  which  power  can  never  be  exercised  by  the 
people  themselves,  but  must  be  placed  in  the  hands  of  agents  or  lie 
dormant.  We  know  of  no  rule  for  construing  the  extent  of  such  pow- 
ers other  than  is  given  by  the  language  of  the  instrument  which  con- 
fers them,  taken  in  connection  with  the  purposes  for  which  they  were 
conferred." 

This  general  view  of  the  origin,  nature,  and  extent  of  the  powers  of 
Congress,  and  the  clear  and  authoritative  rule  for  their  construction  laid 
down  by  the  highest  judicial  authority,  brings  us  to  the  consideration 
of  the  power  conferred  by  the  eighth  section  of  the  first  article  of  the 
Constitution,  and  its  application  to  the  subject  of  interstate  commerce 
as  carried  on  by  railroads  passing  from  one  State  into  another: 

"Congress  shall  have  power  *  *  *  to  regulate  commerce  icith  for- 
eign nations,  and  among  the  several  States,  and  with  the  Indian  tribes; " 
and  the  auxiliary  power  uto  make  all  laws  which  shall  be  necessary  and 
proper  for  carrying  into  execution  the  foregoing  poivers,  and  all  other 
powers  vested  by  this  Constitution  in  the  Government  of  the  United 
States,  or  in  any  department  or  officer  thereof." 

The  rule  of  construction  above  quoted  will  apply  with  peculiar  force 
to  this  clause.  It  is  a  fact,  as  well  known  as  any  other  in  the  early  his- 
tory of  our  government,  that  the  necessities  of  commerce  constituted 
the  chief  cause  for  the  formation  of  the  Constitution.     Under  the  Con- 


TRANSPORTATION    TO    THE    SEABOARD.  85 

federation  each  State  exercised  the  power  to  regulate  commerce  for 
itself,  which  resulted  in  unequal,  unjust,  discordant  legislation ;  inter- 
fered with  the  public  revenues ;  deprived  certain  States  of  a  fair  and 
equal  participation  in  the  benefits  of  the  government;  involved  the 
country  in  the  most  serious  difficulties  and  embarrassments,  and  threat- 
ened the  gravest  consequences  to  the  nation.  In  no  other  respect  were 
the  defects  of  the  Confederation  so  apparent  as  this.  "In  the  history 
of  the  times,"  says  Mr.  Webster,  "it  was  found  that  the  great  topic,  urged 
on  all  occasions  as  showing  the  necessity  of  a  new  and  different  govern- 
ment, was  the  state  of  trade  and  commerce.  *  *  *  The  leading 
State  papers  of  the  time  are  full  of  this  topic.  The  New  Jersey  resolu- 
tions complain  that  the  regulation  of  trade  was  in  the  power  of  the  sev- 
eral States,  within  their  special  jurisdiction  in  such  a  degree  as  to  in- 
volve many  difficulties  and  embarrassments;  and  they  express  the 
earnest  opinion  that  the  sole  and  exclusive  power  of  regulating  trade 
with  foreign  states  ought  to  be  in  Congress.  Mr.  Witherspoon's  motion 
in  Congress  in  1781  is  of  the  same  general  character ;  and  the  report  of 
a  committee  of  that  body  in  1785  is  still  more  emphatic.  It  declares 
that  Congress  ought  to  possess  the  sole  and  exclusive  power  of  regulating- 
trade,  as  well  with  foreign  nations  as  between  the  States.  The  resolu- 
tions of  Virginia,  in  January,  178G,  ichich  were  the  immediate  cause  of  the 
convention,  put  forth  the  same  great  object,  Indeed,  it  is  the  only  object 
stated  in  those  resolutions.  There  is  not  another  idea  in  the  whole  doc* 
ument.  The  entire  purpose  for  ichich  the  delegates  assembled  at  Annapolis 
teas  to  devise  means  for  the  uniform  regulation  of  trade.  They  found  no 
means  but  in  a  general  government,  and  they  recommended  a  conven- 
tion to  accomplish  that  purpose.  Ovrer  whatever  other  interests  of  the 
country  this  government  may  diffuse  its  benefits  and  its  blessings,  it 
will  always  be  true,  as  matter  of  historical  fact,  that  it  had  its  origin  in 
the  necessities  of  commerce,  and  for  its  immediate  object  the  relief  of  those 
necessities,  by  removing  their  causes  and  by  establishing  a  uniform  and 
steady  system/' 

It  is  fair  to  presume,  then,  that  the  convention  was  not  unmindful  of 
the  vital  importance  of  this  subject,  and  that  when  the  framers  of  the 
Constitution  inserted  the  provision  granting  power  to  regulate  com- 
merce, they  gave  to  it  that  careful  consideration  that  would  naturally 
be  demanded  by  a  matter  which  was  "the  immediate  cause  of  the  con- 
vention," and  in  which  the  Constitution  itself  "had  its  origin."  If, 
therefore,  in  any  part  of  that  instrument,  singularly  conspicuous  for  its 
plain,  simple,  precise,  and  comprehensive  language,  we  should  expect 
to  find  the  intention  of  its  authors  expressed  in  unequivocal  words,  it 
would  be  in  this  clause,  If  any  limitations,  qualifications,  or  conditions 
were  intended  to  be  placed  upon  the  sovereign  power  delegated  by  it, 
we  might  expect  them  to  be  as  clearly  and  unequivocally  expressed  as 
is  the  grant  of  power  itself.  We,  therefore,  know  of  no  safer  way  of 
arriving-  at  its  intent  than  bv  the  natural  and  obvious  meaning  of  its 


86  TRANSPORTATION  TO  THE  SEABOARD. 

language.  Fortunately  Ave  are  not  compelled  to  rely  on  our  own  con- 
struction. Every  important  word  in  it  has,  on  several  occasions,  received 
judicial  construction  by  tbe  highest  court  in  the  nation. 

JUDICIAL   CONSTRUCTION. 

Says  Chief  Justice  Marshall,  in  Gibbons  vs.  Ogden,  9  Wheat.,  189  and 
194 :  "  The  subject  to  be  regulated  is  commerce,  and  our  Constitution 
being,  as  was  aptly  said  at  the  bar,  one  of  enumeration,  and  not  of  defi- 
nition, to  ascertain  the  extent  of  the  power  it  becomes  necessary  to  settle 
the  meaning  of  the  word.  The  counsel  for  the  appellee  would  limit 
it  to  traffic,  to  buying  and  selling,  or  the  interchange  of  commodities, 
and  do  not  admit  that  it  comprehends  navigation.  This  would  restrict 
a  general  term,  applicable  to  many  objects,  to  one  of  its  significations. 
Commerce  undoubtedly  is  traffic,  but  it  is  something  more;  *7  is  inter- 
course. It  describes  the  commercial  intercourse  between  nations  and 
parts  of  nations  in  all  its  branches.  *  *  *  Commerce,  as  the  word  is 
used  in  the  Constitution,  is  a  unit,  every  part  of  which  is  indicated  by  the 
term.  If  this  be  the  admitted  meaning  of  the  word  in  its  application  to 
foreign  nations,  it  must  carry  the  same  meaning  throughout  the  sentence, 
and  remain  a  unit,  unless  there  be  some  plain,  intelligible  cause  which 
alters  it." 

Iu  the  same  case  Mr.  Justice  Johnson,  concurring  in  the  opinion 
delivered  by  the  Chief  Justice,  says  :  "  Commerce,  in  its  simplest  signifi- 
cation, means  an  exchange  of  goods ;  but  in  the  advancement  of  society, 
labor,  transportation,  intelligence,  care,  and  the  various  mediums  of 
exchange  become  commodities,  and  enter  into  commerce;  the  subject, 
the  vehicle,  the  agent,  and  their  various  operations,  become  the  objects  of 
commercial  regulation.  Ship-building,  the  carrying-trade,  and  the  propa- 
gation of  seamen  are  such  vital  agents  of  commercial  prosperity  that 
the  nation  which  could  not  legislate  over  those  subjects  would  not  pos- 
sess power  to  regulate  commerce."     (4  Wheaton,  229.) 

Iu  the  Passenger  cases,  7  Howard,  416,  it  was  said  by  the  court: 
"  Commerce  consists  in  selling  the  superfluity  ;  in  purchasing  articles  of 
necessity,  as  well  productions  as  manufactures;  in  buying  from  one 
nation  and  selling  to  another,  or  in  transporting  the  merchandise  from  the 
seller  to  the  buyer  to  gain  the  freight. 

And  again,  in  a  very  recent  case,  the  Philadelphia  and  Reading  Kail- 
road  vs.  Pennsylvania,  decided  at  the  December  term,  1872,  the  Supreme 
Court  says:  "Beyond  all  question  the  transportation  of  freights  or  of 
the  subjects  of  commerce  for  the  purposes  of  exchange  or  sale  is  a 
constituent  of  commerce  itself.  This  has  never  been  doubted,  and 
probably  the  transportation  of  articles  of  trade  from  one  State  to  another 
was  the  prominent  idea  in  the  minds  of  the  f ranters  of  the  Constitution 
when  to  Congress  was  committed  the  power  to  regulate  commerce  among  the 
several  States.     *      *      *    It  would  be  absurd  to  suppose  that    the 


TRANSPORTATION    TO    THE    SEABOARD.  87 

transmission  of  the  subjects  of  trade  from  the  seller  to  the  buyer,  or 
from  the  place  of  production  to  market,  was  not  contemplated,  for  with- 
out that  there  could  be  no  consummated  trade  with  foreign  nations  or 
among  the  States." 

In  the  same  case  the  court  says,  "To  regulate  commerce  means  to  pre- 
scribe the  rides  by  which  commerce  is  to  be  governed.'''' 

As  defined  by  Webster,  to  "regulate"  means  "to  adjust  by  rule  or 
by  method ;  to  subject  to  a  prescribed  course ;  to  direct ;  to  rule ;  to 
conduct." 

Construing  the  words  " power  to  regulate,'"  Chief  Justice  Marshall,  in 
Gibbous  vs.  Ogden,  9  Wheaton,  19(>,  says,  "  This  power,  like  all  others, 
vested  in  Congress,  is  complete  in  itself,  may  be  exercised  to  its  utmost 
extent,  and  acknowledges  no  limitations  other  than  are  prescribed  in  the 
Constitution." 

Defining  the  federal  "  power  to  regulate  commerce,"  Mr.  Justice 
Johnson,  in  the  same  case,  argues  that  it  is  the  same  power  that  previously 
existed  in  the  States,  and  that  the  power  of  a  sovereign  State  over  com- 
merce "  is  the  power  to  limit  and  restrain  it  at  pleasure."  If  this  great 
interest  of  the  people  may  be  limited  and  restrained  at  pleasure,  upon 
what  principle  shall  we  deny  the  power  to  aid  and  encourage  to  tl.e 
same  extent?  The  power  was  granted  for  beneficial  purposes,  not  to 
cripple  and  destroy  the  commercial  interests  of  the  country. 

The  power  to  regulate  commerce  among  the  several  States  does  not  stop  at 
State  lines,  but  may  be  exercised  within  the  territorial  jurisdiction  of  a 
State. 

"The  word  '■among1  means  intermingled  with.  A  thing  which  is 
among  others,  is  intermingled  with  them.  Commerce  among  the  States 
cannot  stop  at  the  boundary  line  of  each  State,  but  may  be  introduced  into 
the  interior.  It  is  not  intended  to  say  that  these  words  comprehend 
that  commerce  which  is  completely  internal,  which  is  carried  on  between 
man  and  man  in  a  State,  or  between  different  parts  of  the  same  State, 
and  which  does  not  extend  to  or  affect  other  States.  Such  a  power 
would  be  iuconvenient,  and  is  certainly  unnecessary.  Comprehensive 
as  the  word  i among'  is,  it  may  very  properly  be  restricted  to  that  com- 
merce which  concerns  more  States  than  one."        *        *        *        * 

"But  in  regulating  commerce  with  foreign  nations,  the  power  of  Con- 
gress does  not  stop  at  the  jurisdictional  lines  of  the  several  States.  It  would 
be  a  very  useless  power  if  it  could  riot  pass  those  lines.  The  commerce  of 
the  United  States  with  foreign  nations  is  that  of  the  whole  United 
States.  Every  district  has  the  right  to  participate  in  it.  The  deep 
streams,  which  penetrate  our  country  in  every  direction,  pass  through 
the  interior  of  almost  every  State  in  the  Union,  and  furnish  the  means 
of  exercising  that  right.  If  Congress  has  the  power  to  regulate  it,  that 
power  must  be  exercised  wherever  the  subject  exists.  If  it  exists  within  the 
States,  if  a  foreign  voyage  may  commence  or  terminate  at  a  port  within 
a  State,  then  the  power  of  Congress  may  be  exercised  within  a  State. 
This  principle  is,  if  possible,  still  more  clear  when  applied  to  commerce 
'  among  the  several  States.''  *  *  *  The  power  of  Congress,  then, 
whatever  it  may  be,  must  be  exercised  within  the  territorial  jurisdiction  of 


88  TRANSPORTATION    TO    THE    SEABOARD. 

the  several  States.  The  sense  of  the  natioii  on  the  subject  is  unequivo- 
cally manifested  by  the  provisions  made  in  the  laws  for  transporting 
goods  by  laud  between  Baltimore  and  Providence,  between  ISTew  York 
and  Philadelphia,  and  between  Philadelphia  and  Baltimore."  (Gibbons 
vs.  Ogdeu,  9  Wheatou,  194,  195,  and  190.) 

THIS   POWER  EXTENDS    TO   LAND    AS   WELL   AS   TO   WATER. 

Is  there  any  distinction  between  the  power  of  Congress  over  com- 
merce on  water  and  on  land?  If  so,  on  what  principle  is  such  distinc- 
tion founded  ?  Is  the  national  government,  which  is  so  potential  over 
foreign  and  interstate  commerce  wheu  conducted  on  water,  suddenly 
smitten  with  impotence  when  that  same  commerce  touches  the  land? 
Is  it  possible  that  the  Constitution  places  the  commerce  of  some  insig- 
nificant stream,  capable  of  floating  a  schooner  of  ten  or  twenty  tons 
burden,  under  the  protecting  power  of  the  nation,  while  it  excludes 
from  such  protection  and  care  the  many  thousands  of  miles  of  railroad, 
extending  from  ocean  to  ocean,  traversing  half  the  States  of  the  Union, 
conducting  a  traffic  probably  twenty  times  more  valuable  than  the  entire 
commerce  of  the  nation  when  the  Constitution  was  framed,  and  destined, 
at  no  distant  day,  to  become  the  great  channels  of  commercial  inter- 
course between  the  continents  of  Asia  and  Europe  I  In  the  words  of 
another,  "Does  the  constitutional  power  of  Congress  over  interstate 
commerce  depend  upon  a  question  in  chemistry"?  Is  it  so  that  if  com- 
merce rides  from  State  to  State  on  water,  Congress  may  regulate  it  fully; 
but  if  it  rides  on  iron,  then  the  power  ceases  ?  This  chemical  test  of 
what  is  good  constitutional  law  once  and  long  had  advocates,  who  held 
that  the  way  to  decide  whether  Congress'could  improve  a  river  was  to 
taste  the  water  and  find  whether  it  was  salt;  and  if  salt,  then  Congress 
could  pass  the  law  for  improvement;  and  if  not,  not.  But  this  school 
of  chemical  constitutional  lawyers  is  extinct,  but  will  need  to  be  revived 
before  the  Constitution  will  be  made  to  read  that  'Congress  shall  have 
power  to  regulate  commerce  when  it  goes  on  water,  but  not  when  it  goes 
on  land.'" 

The  courts  have  not  left  this  question  in  doubt.  In  the  United  States 
vs.  Coombs  (12  Peters,  page  7ft),  Mr.  Justice  Story,  iu  delivering  the 
opinion  of  the  court,  says,  "The  power  to  regulate  commerce  includes 
the  power  to  regulate  navigation,  as  connected  with  the  commerce  of 
foreign  nations,  and  among  the  States.  It  does  not  stop  at  the  mere 
boundary  line  of  a  State;  nor  is  it  confined'Jo  aets  done  on  the  water,  or 
in  the  necessary  course  of  navigation  thereof.  It  extends  to  such  acts 
done  on  land  which  interfere  with,  obstruct,  or  prevent  the  due  exercise 
of  the  power  to  regulate  commerce  and  navigation." 

In  delivering  the  opinion  of  the  court  in  the  Genesee  Chief  vs.  Fitz- 
hugh  (12  Howard  U.  S.,  211),  Chief  Justice  Taney,  arguing  that  the 
a  Imiralty  jurisdiction  could  not  be  made  co-extensive  with  the  power 
to  regulate  commerce,  says,  "  This  power  [the  commercial  power]  is  as 


TRANSPORTATION  TO  THE  SEABOARD.  89 

extensive  upon  land  as  upon  water.  The  Constitution  makes  no  distinction 
in  that  respect.  And  if  the  admiralty  jurisdiction  in  matters  of  contract 
and  tort  which  the  courts  of  the  United  States  may  lawfully  exercise  on 
the  high  seas  can  be  extended  to  the  lakes  under  the  power  to  regulate 
commerce,  it  can  with  the  same  propriety,  and  on  the  same  construction, 
he  extended  to  contracts  and  torts  on  laud  where  the  commerce  is  be- 
tween different  States,  and  it  may  also  embrace  the  vehicles  and  persons 
engaged  in  carrying  it  on? 

In  further  illustration  of  the  unreasonableness  of  holding  the  admi- 
ralty jurisdiction  to  be  co-extensive  with  the  power  of  Congress  over 
commerce,  the  learned  judge  says:  "It  would  [in  that  case]  be  in  the 
power  of  Congress  to  confer  admiralty  jurisdiction  upon  its  courts  over 
the  cars  engaged  in  transporting  passengers  or  merchandise  from  one 
State  to  another,  and  over  the  persons  engaged  in  conducting  them.'? 

Could  there  have  been  any  doubt  in  the  minds  of  the  judges  who  con- 
curred in  that  opinion,  or  of  the  able  and  experienced  Chief  Justice  who 
delivered  it,  as  to  whether  the  power  of  Congress  to  regulate  commerce 
extended  to  railroads,  over  which  freights  are  transported  from  one 
State  to  another!  It  is  true  the  direct  question  before  the  court  was 
not  as  to  the  extent  of  the  commercial  power,  but  the  court  assumes 
the  principle  above  stated  to  be  so  clear  that  it  may  be  used  in  illustra- 
tion of  the  argument  against  a  doubtful  construction  of  another  power. 
This  opinion  is  the  more  valuable  because  it  comes  from  a  judge  always 
jealous  of  any  infringement  of  State  rights,  and  never  suspected  of  an 
undue  leaning  toward  the  enlargement  of  Federal  powers." 

Again,  in  the  recent  case  of  the  Philadelphia  and  Beading  Railroad 
vs.  Pennsylvania,  decided  at  the  last  December  term,  the  direct  ques- 
tion before  the  court  was  as  to  whether  a  certain  statute  of  Pennsyl- 
vania which  imposed  a  tax  on  freights  carried  by  rail  from  another  State 
into  or  through  the  State  of  Pennsylvania  was  in  conflict  with  the 
power  of  Congress  to  regulate  commerce  among  the  States.  The  court 
held,  as  we  have  already  seen,  in  the  reference  made  to  this  case,  that, 
^'beyond  all  question,  the  transportation  of  freight,  or  of  the  subjects  of  com- 
merce, for  the  purpose  of  exchange  or  sale,  is  a  constituent  of  commerce 
itself"  And  because  such  transportation  by  rail  through,  into,  or  out  of 
the  State  of  Pennsylvania  constituted  commerce  among  the  States,  the 
court  decided  that  a  tax  upon  it  was  a  regulation  of  interstate  com- 
merce, and  hence  in  conflict  with  that  clause  of  the  Federal  Constitu- 
tion which  gives  to  Congress  the  exclusive  power  to  regulate  commerce 
among  the  States.  If,  therefore,  a  State  caunot  impose  a  tonnage-tax 
on  commodities  carried  from  one  State  to  another  by  rail  because  such 
tax  interferes  with  the  power  of  Congress  to  regulate  commerce  among 
the  States,  does  not  the  conclusion  follow  irresistibly  that  transporta- 
tion of  freights  by  rail  from  one  Slate  to  another  is  commerce  among  the 
States,  within  the  meaning  of  the  Constitution,  and  within  the  regu- 


90  .  TRANSPORTATION    TO    THE    SEABOARD. 

lating  power  of  Congress?  This  decision  of  the  Supreme  Court  estab- 
lishes the  following  propositions : 

1st.  That  the  power  of  Congress  over  interstate  commerce  extends 
to  the  land  as  well  as  to  water. 

2d.  That  transportation  by  rail  from  one  State  into  or  through  another 
is  a  constituent  of  interstate  commerce  itself. 

3d.  That  being  a  constituent  of  interstate  commerce,  such  transpor- 
tation by  rail  is  under  the  exclusive  control  of  Congress,  by  virtue  of 
the  power  to  regulate  commerce  among  the  States. 

In  deciding  that  interstate  transportation  by  rail  is  commerce  among 
the  States,  the  court,  we  insist,  has  established  a  principle  from  which 
the  conclusion  is  irresistible  that  such  commerce  or  intercourse,  in  all 
its  parts,  is  subject  to  the  full  scope  and  extent  of  the  operation  of  that 
Congressional  power  by  which  commerce  is  to  be  regulated. 

This  brings  us  to  the  consideration  of — 

1st.  The  extent  to  which  this  national  power  over  commerce  may  lie 
exercised;  and, 

2d.  The  means  which  may  be  employed  to  carry  the  power  into  execu- 
tion. 

The  first  proposition  has  been  pretty  fully  considered  in  the  general 
remarks  already  submitted  upon  the  origin,  nature,  extent,  and  rule  for 
the  construction  of  federal  powers,  and  need  not  be  repeated.  We  have 
seen  that  both  upon  principle  and  by  the  repeated  decisions  of  the  Su- 
preme Court  of  the  United  States,  this,  like  all  other  federal  powers,  is 
derived  directly  from  the  people,  and  is  a  part  of  their  sovereignty,  held 
in  trust  by  Congress,  to  be  exercised  for  their  benefit;  that  it  is  the 
same  power  in  quality  and  extent  which  previously  existed  in  the  people 
of  the  States ;  that  when  it  existed  in  the  people  of  the  States  it  was 
unquestionably  supreme  and  absolute;  that  when  it  was  transferred  by 
the  Constitution  from  the  people  of  the  States  to  the  nation  it  was  com- 
plete and  perfect  in  all  its  parts,  and  that  it  is  subject  to  no  restrictions 
except  those  expressly  imposed  by  the  Constitution. 

What,  then,  are  the  limitations  prescribed  by  the  Constitution  ?  They 
are  all  very  clearly  expressed,  and  do  not  in  the  remotest  degree  affect 
the  question  under  discussion : 

1.  "  No  tax  or  duty  shall  be  laid  on  articles  exported  from  any  State." 

2.  aXo  preference  shall  be  given  by  any  regulation  of  commerce  or 
revenue  to  the  ports  of  one  State  over  those  of  another  ;  nor  shall  ves- 
sels bound  to,  or  from,  one  State,  be  obliged  to  enter,  clear,  or  pay  duties 
in  another."  Another  limitation  is  contained  in  the  clause  itself.  The 
words  commerce  among  the  several  States  imply  that  it  must  be  a  com- 
merce that  affects  more  than  one  State,  and  hence  the  power  does  not 
extend  to  that  traffic,  intercourse,  or  transportation  of  commodities 
which  is  totally  internal — which  begins  and  ends  within  the  boundaries 
of  a  State.  Subject,  therefore,  to  these  limitations,  this  power  is  unre- 
stricted and  supreme.    The  scope  of  its  operation  extends  to  every 


TRANSPORTATION    TO    THE    SEABOARD.  91 

phase  and  element  of  international  and  interstate  commerce.  "  Traf- 
fic^ "-intercourse"  " transportation ;"  the  "vehicles,"  " agents,''  and  u in- 
struments,v  and  all  the  multifarious  means  and  appliances  by  which  for- 
eign or  interstate  commerce  is  carried  on,  come  within  the  wide  sweep 
of  its  operation. 

THE  "POWER  TO  REGULATE"  INCLUDES  THE  POWER    TO  FACILITATE 
AS  WELL   AS   TO   DISBURDEN   COMMERCE. 

It  has  been  claimed  that  this  power  is  merely  negative,  and  can  be 
constitutionally  exercised  only  in  disburdening  commerce,  by  preventing 
duties  and  imposts  on  the  trade  between  the  States,  and  by  forbidding 
all  local  reactions  and  restrictions.  It  might  be  a  sufficient  answer  to 
this  argument  to  say  that  no  clause,  or  word,  cau  be  found  in  the  Con- 
stitution to  support  it.  No  decision  of  the  Supreme  Court,  we  believe, 
has  ever  countenanced  it;  but,  on  the  other  hand,  the  principles  of  con- 
stitutional law  expressed  in  the  opinions  of  the  court,  pronounced  by  the 
eminent  judges  from  whom  we  have  quoted,  expressly  refute  it.  If  this 
be  the  meaning  of  the  clause  as  applied  to  commerce  among  the  States, 
the  same  must  be  its  meaning  when  applied  to  foreign  nations.  The 
power  is  precisely  the  same  in  both  cases,  expressed  in  the  same  sen- 
tence, and  in  the  same  words.  Unless  some  plain  and  intelligible  reason 
can  be  given  why  its  construction  should  be  more  restricted  in  the  one 
case  than  in  the  other,  the  meaning  must  remain  the  same  throughout 
the  sentence.  Xo  such  reason  is  apparent.  Hence,  if  the  power  to  reg- 
ulate commerce  among  the  States  means  nothing  more  than  the  negative 
power  to  disburden  commerce,  it  means  the  same  thing  in  regard  to  for- 
eign commerce.  But,  in  that  view  of  the  case,  what  becomes  of  the 
numerous  acts  of  Congress  in  aid  and  encouragement  of  commerce,  both 
with  foreign  nations  and  among  the  States !  Congress  has  passed  stat- 
utes defining  how  steamboats  shall  be  constructed  and  equipped,  pre- 
scribing the  number  of  officers  and  crew,  how  much  freight  they  may 
carry,  the  space  to  be  allotted  to  each  passenger,  the  kind  and  quantity 
of  food  that  shall  be  provided,  the  signals  that  shall  be  displayed,  and, 
in  short,  an  elaborate  code  for  the  regulation  of  vessels  engaged  in  com- 
merce. L'ight-houses,  beacons,  buoys,  and  public  piers  have  been  estab- 
lished under  the  same  power. 

The  first  Congress  was  largely  composed  of  able  statesmen  and 
learned  lawyers  who  had  participated  in  the  discussions  which  preceded 
the  formation  of  the  Constitution,  and  who  had  been  members  of  the 
constitutional  convention.  On  the  7th  of  April,  1789,  just  a  month  after 
the  commencement  of  the  government,  an  act  was  passed  and  signed 
by  George  Washington  entitled  "An  act  for  the  establishment  of  light- 
houses, buoys,  beacons  and  public  piers."  "  These  provisions,'1  says 
Mr.  Calhoun,  in  the  report  before  referred  to,  "furnish  conclusive  proof 
that  the  object  of  the  power  was  the  increased  safety  and  facility  of  com- 
merce along  the  coast."    It  may  be  added  that  at  almost  every  session 


92  TRANSPORTATION    TO    THE    SEABOARD. 

of  Congress  since  the  formation  of  tbe  government,  acts  have  been 
passed  for  the  purpose  of  aiding  and  facilitating  commerce  in  some  form. 
uThe  practice,"  says  President  Jackson,  "  of  defraying  out  of  the  Treas- 
ury of  the  United  States  the  expenses  incurred  by  the  establishment 
and  support  of  light-houses,  beacons,  buoys,  and  public  piers  within  the 
bays,  inlets  and  harbors,  and  ports  of  the  United  States,  to  render  the 
navigation  thereof  safe  and  easy,  is  coeval  with  the  adoption  of  the  Con- 
stitution and  has  been  continued  without  interruption  or  dispute." 

It  will  not  be  seriously  argued  that  light-houses,  buoys,  piers,  &c,  are 
themselves  commerce.  They  are  nothing  more  nor  less  than  facilities 
or  aids  to  commerce.  But  if  it  be  admitted  that  Congress  may  aid  or 
facilitate  commerce  at  all,  we  ask  where  shall  the  line  of  limitation  on 
such  power  be  drawn  ? 

If  we  may  appropriate  money  for  any  facilities  such  as  those  mentioned, 
does  not  the  authority  of  Congress  extend  to  the  whole  subject,  and  is 
there  any  limit  to  such  power  except  the  sound  discretion  of  Congress 
under  its  responsibility  to  the  people,  or  in  the  express  restrictions  of 
the  Constitution? 

ACTS   OF   CONGRESS  REGULATING  RAILWAYS. 

The  legislative  and  executive  departments  of  the  government  have 
in  two  instances  distinctly  asserted  the  power  of  Congress  to  regulate 
the  conduct  of  railways  carrying  frieghts  from  one  State  to  another. 

The  act  of  July  15, 1866,  passed  at  the  instance  of  the  railroads  them- 
selves, authorized  railroad  companies  chartered  by  the  States  to  "carry 
passengers,  freights,"  &c,  "on  their  way  from  any  State  to  another 
State,  and  to  receive  compensation  therefor  and  to  connect  with  roads 
of  other  States  so  as  to  form  continuous  lines  for  transportation  of  the 
same  to  the  place  of  destination." 

Again,  by  an  act  which  went  into  effect  October  1,  1873,  Congress 
declared  that  "no  railway  within  the  United  States  whose  road  forms 
any  part  of  a  line  or  road  over  which  cattle,  sheep,  swine,  or  other  ani- 
mals shall  be  conveyed  from  one  State  to  another,  or  the  owners  or  mas- 
ters of  steam,  sailing,  or  other  vessels  carrying  or  transporting  cattle, 
sheep,  swine,  or  other  animals  from  one  State  to  another,  shall  confine 
the  same  in  cars,  boats,  or  vessels  of  any  description  for  a  longer  period 
than  twenty-eight  consecutive  hours,  without  unloading  the  same  for 
water,  rest,  and  feeding  for  a  period  of  at  least  five  consecutive  hours, 
unless  prevented  from  so  unloading  by  storm  or  accidental  causes ; "  and 
provided  a  penalty  of  from  $100  to  $500  for  non-compliance  with  the 
provisions  of  the  act,  which  penalty  may  be  recovered  by  a  civil  action 
in  the  name  of  the  United  States,  in  the  circuit  or  district  courts  of  the 
United  States,  and  making  it  the  duty  of  the  United  States  marshals, 
their  deputies  and  subordinates,  to  prosecute  all  violations  of  the  law 
which  shall  come  to  their  notice. 

In  these  two  acts  we  find,  from  the  legislative  and  executive  departments, 


TRANSPORTATION    TO    THE    SEABOARD.  03 

a  construction  of  the  extent  of  the  power  over  interstate  commerce  and 
transportation  as  decided  and  unequivocal  as  that  we  have  quoted  from 
the  judicial  department  of  the  government.  If  Congress  has  the  power 
to  say  under  what  circumstances  roads  chartered  by  State  governments 
shall  connect  and  form  continuous  lines,  and  carry  freight  and  passen- 
gers and  receive  compensation  therefor ;  if  Congress  may  prescribe  rules 
fixing  the  times  when,  and  how  long,  a  train  shall  be  stopped,  under 
what  circumstances  the  cars  shall  be  unloaded,  and  authorize  the  United 
States  court  to  inflict  a  penalty  for  disobedience  to  such  rules,  it  can 
hardly  be  doubted  that  the  same  power  can  regulate  transportation  in 
other  particulars,  including  the  tariff  on  freights,  and  the  manner  of 
conducting  the  business  of  such  roads.  ]t  is  true  the  constitutionality 
of  these  acts  has  never  been  affirmed  by  the  Supreme  Court,  but  that 
fact  would  seem  to  indicate  that  it  has  never  been  seriously  questioned. 

STATE    CHARTERS   DO  NOT    INTERFERE  WITH    THE   EXERCISE    OF  THIS 

POWER. 

It  is  said  that  Congress  may  not  regulate  the  acts  of  companies 
created  by  State  authority,  because  their  charters  are  in  the  nature  of 
contracts,  which,  under  the  Constitution,  are  inviolable.  Whatever 
may  be  the  power  of  the  States  in  this  regard,  it  is  not  now  our  province 
to  discuss,  but  it  is  very  clear  that  no  constitutional  inhibition  restricts 
the  power  of  Congress — 

1st.  Because  "  the  prohibition  against  the  passage  of  laws  in  violation 
of  the  obligation  of  contracts  does  not  apply  to  Congress."  (Evans  vs. 
Eaton,  Pet.  C.  C,  322.)  The  words  of  the  Constitution  are :  "No  State 
shall  pass  any  law  impairing  the  obligation  of  a  contract." 

2d.  Because  the  arrangements  between  the  companies,  by  which  their 
lines  extend  through  different  States,  are  their  own  voluntary  acts, 
with  which  the  States  have  nothing  to  do. 

3d.  Because  the  States  must  have  granted,  and  the  companies 
accepted,  their  charters  with  the  full  knowledge  and  understanding  that 
when  connections  should  be  formed  at  State  boundaries,  making  con- 
tinuous lines  through  more  than  one  State,  and  thereby  becoming  the 
channels  dver  which  interstate  commerce  should  flow,  they  would  pass 
under  the  paramount  power  of  the  general  government.  In  other  words, 
all  such  grants  were  made  and  taken  subject  to  such  future  commercial 
regulations  as  Congress  might  lawfully  prescribe. 

Is  it  not,  therefore,  fair  to  assume  that  whatever  is  contained  in  such 
charters  that  is  in  the  nature  of  a  contract,  was  made  and  accepted 
subject  to  the  controlling  power  of  the  United  States,  whenever  Con- 
gress should  see  fit  to  exercise  it '?  Heuce  the  exercise  of  the  regulating 
power  of  Congress  cannot  be,  in  any  sense,  a  violation  of  the  chartered 
rights  of  such  companies  as  have  by  their  own  voluntary  arrangements 
and  connections  brought  themselves  within  the  sphere  of  its  operation. 

If,  as  will  be  readily  admitted,  a  State  cannot'  levy  a  tax  or  impost  on 


94  TRANSPORTATION    TO    THE    SEABOARD. 

the  commerce  of  another  State  passing  through,  her  jurisdiction,  which 
shall  be  beyond  the  control  of  Congress,  surely  she  cannot,  by  an  act  of 
incorporation,  authorize  one  of  her  creatures  to  do  so.  She  may  not  do 
by  indirection  what  she  cannot  do  directly.  To  hold  otherwise  would 
be  to  clothe  the  States  with  power  to  nullify  this  provision  of  the  Con- 
stitution, and  to  remand  the  Union  back  to  all  the  difficulties,  embar- 
rassments, and  dangers  of  the  Confederation. 

To  illustrate  this  proposition,  for  five  months  in  the  year  there  is  prac- 
tically no  means  of  transportation  for  a  large  section  of  the  country  but 
by  railroads.  Illinois  and  Kentucky  extend  from  the  lakes  on  the  north 
around  to  the  Alleghany  Mountains  at  the  east,  thus  rendering  it  im- 
possible for  the  products  of  those  States  lying  west  and  south  of  them 
to  reach  a  market  without  passing  through  their  limits. 

Now,  suppose  those  two  States  have  granted  to  all  the  railroad  com- 
panies within  their  jurisdiction  the  right  to  construct  railroads  and  to 
charge  such  rates  as  they  please  for  transportation,  and  that  those 
roads  have  become  parts  of  the  great  through  lines  of  transportation 
between  the  States  to  the  west  of  them  and  the  Atlantic  seaboard. 
Suppose,  further,  that  in  a  season  of  short  crops  at  the  East  and  in 
Europe,  the  managers  of  those  roads  combine,  purchase  a  large  quantity 
of  breadstuff's,  ship  them  to  the  East,  and,  having  them  safely  stored  in 
New  York  and  other  eastern  cities,  put  up  the  tariff  for  transportation 
so  high  as  to  prevent  the  products  of  other  States  from  going  forward, 
can  any  one  doubt  that,  in  such  a  case,  it  would  be  not  only  the  right, 
but  the  sacred  duty  of  Congress  to  interfere,  by  prescribing  needful  rules 
and  regulations  for  the  conduct  of  this  traffic  through  those  States'?  If 
the  power  does  not  reside  in  Congress  it  is  nowhere.  The  aggrieved 
States  could  do  nothing,  and  the  people  of  one-half  the  Union  might 
starve,  while  the  other  half,  with  overflowing  granaries,  would  be  de- 
nied the  privilege  of  feeding  them.  It  is  true,  this  is  a  strong  case,  but 
its  circumstances  would  change  no  principle  of  the  Constitution;  its 
hardships  and  aggravations  would  create  no  new  powers.  If  the  power 
be  in  the  Constitution  it  exists  at  all  times.  If  it  exist  for  the  purpose 
of  relieving  the  people  of  the  States  in  the  aggravated  case  supposed,  it 
exists  for  all  purposes  connected  with  interstate  commerce.  The  cir- 
cumstances do  not  call  it  into  life,  though  they  may  demonstrate  the 
necessity  for  its  existence  and  the  policy  of  its  exercise. 

Again,  if  a  State  can  by  an  act  of  incorporation  enter  into  a  contract 
with  a  railroad  company  which  will  defeat  the  exercise  of  the  national 
power  to  regulate  commerce,  it  is  in  the  power  of  the  State  of  New  York, 
extending  as  she  does  from  Canada  to  the  ocean,  to  authorize  her  rail- 
ways to  impose  such  charges  as  will  virtually  place  an  embargo  upon 
the  trade  between  New  England  and  the  West.  That  she  probably  will 
not  do  so  is  no  answer  to  the  argument.  States  have  been  known  to 
be  unfriendly  to  their  sister  States,  and  some  of  them  would  have  gladly 
excluded  New  England  if  they  could.     The  question  is  not,  what  will  the 


TRANSPORTATION    TO    THE    SEAEOiRD.  95 

State  of  New  York  permit  in  this  regard,  but  what  are  the  commercial 
rights  of  the  States,  and  by  what  power  are  those  rights  guaranteed? 
Were  the  illustrious  men  who  framed  our  Constitution  so  incompetent 
to  their  high  duty  as  to  have  created  an  instrument  which  leaves  it  in 
the  power  of  any  one  State  to  cripple  and  destroy  the  commerce  of  an- 
other %  Is  it  conceivable  that  such  a  blunder  could  have  been  committed 
in  view  of  the  fact  that  "  the  design  and  object  of  that  power  (the  power 
to  regulate  commerce)  as  evinced  in  the  history  of  the  Constitution  was 
to  establish  a  perfect  equality  among  the  several  States  as  to  commercial 
rights,  and  to  prevent  unjust  and  invidious  distinctions,  which  local  jealousies 
or  local  and  partial  interests  might  be  disposed  to  introduce  and  maintain?" 
(14  Howard's  Rep.,  p.  574.)  But  if  the  power  to  prevent  unjust  and  in- 
vidious distinctions  exist,  how  is  it  to  be  exercised  if  any  one  State  may 
create  corporations  with  unlimited  powers  to  levy  tribute  at  pleasure 
and  without  control  upon  the  commerce  of  other  States  ? 

THE  GRANT  OF  AUXILIARY  POWERS  CONFERS  UPON  CONGRESS  A  CHOICE 
OF  MEANS,  AND  DOES  NOT  CONFINE  IT  TO  SUCH  MEANS  AS  ARE  IN- 
DISPENSABLY NECESSARY. 

The  words  of  the  grant  are:  "Congress  shall  have  power  to  make  all 
laws  which  shall  be  pecessary  and  proper  for  carrying  into  execution  the 
foregoing,  and  all  other  powers  vested  by  this  Constitution  in  the  Gov- 
ernment of  the  United  States." 

When  the  tenth  amendment  to  the  Constitution  was  under  consider- 
ation, it  was  proposed  to  amend  it  by  inserting  the  word  "expressly" 
before  "delegated,"  so  as  to  reserve  to  the  States  and  to  the  people  all 
"  powers  not  expressly  delegated,"  but  it  was  perceived  that  this  would 
strip  the  general  government  of  some  of  its  most  essential  powers,  and 
the  amendment  was  rejected.  Hence,  unless  a  particular  means  be  ex- 
pressly prohibited,  it  is  involved  in  the  sphere  of  the  specified  powers. 

The  Constitution  does  not  indicate  the  particular  means  by  which  its 
enumerated  powers  may  be  executed.  This  was  unnecessary,  if  not  im- 
possible. Instead  of  prescribing  the  particular  means  to  be  employed  in 
each  case,  the  grant  of  powers  in  the  eighth  section  of  the  first  article 
concludes  with  the  sweeping  grant  of  the  auxiliary  "  power  to  make  all 
laws  which  shall  be  necessary  and  proper  for  carrying  into  execution  the 
foregoing  powers." 

It  has  been  doubted,  however,  whether  this  clause  conferred  any  ad- 
ditional power  on  Congress,  for  the  reason  that  it  is  difficult  to  conceive 
of  a  grant  of  power  to  do  a  thing  which  does  not  include  a  grant  or  the 
necessary  and  proper  means  of  doing  it.  But  in  order  to  guard  against 
a  too  strict  construction,  which  might  dwarf  and  cripple  the  general 
government,  the  authors  of  the  Constitution  expressly  authorized  the 
use  of  all  needful  and  proper  means  for  carrying  into  beneficial  execu- 
tion its  delegated  powers. 

In  the  case  of  McCulloch  vs.  Maryland   (4  "Wheaton,  310),  it  was 


96  TRANSPORTATION    TO    THE    SEABOARD. 

gravely  insisted  by  the  counsel  that  this  clause  should  be  construed 
as  a  limitation  on  the  preceding  enumerated  powers,  and  that  "it  was 
inserted  for  the  purpose  of  conferring  on  Congress  the  power  of  making 
laics:1  Marshall,  C.  J.,  ridiculed  the  idea  that  it  could  be  necessary  to 
say  that  a  legislature  should  exercise  legislative  powers  in  the  shape  of 
legislation;  that,  "after  allowing  each  house  to  prescribe  its  own  course 
of  proceeding,  after  describing  the  manner  in  which  a  bill  should  be- 
come a  law,'1  it  could  "have  entered  the  mind  of  a  single  member  of  the 
convention  that  an  express  power  to  make  laws  was  necessary  to  enable 
the  legislature  to  make  them.  That  a  legislature,  endowed  with  legis- 
lative powers,  can  legislate,  is  (says  the  learned  judge)  a  proposition  too 
self-evident  to  have  been  questioned."     (4  Wheaton,  412.) 

The  word  "necessary"  in  this  clause  means  "needful?  "appropriate? 
"adapted  to  the  end.''  It  was  also  claimed  in  the  case  last  cited  that  this 
clause  is  restrictive,  because  by  limiting  the  action  of  Congress  to  such 
laws  as  are  "necessary  and  proper"  it  excluded  a  choice  of  means,  and 
confined  Congress  to  those  means  only  which  were  indispensable,  and 
without  which  the  power  would  be  nugatory;  that  the  word  "necessary" 
should  be  construed  as  "absolutely  necessary,"  indispensable.  The  court 
(Chief  Justice  Marshall  delivering  the  opinion)  held  that  no  such  re- 
striction was  intended;  that  "the  word  necessary  admits  of  all  degrees 
of  comparison,  and  is  often  connected  with  other  words  which  increase 
or  diminish  the  impression  the  mind  receives  from  the  urgency  it  im- 
parts. A  thing  may  be  necessary,  very  necessary,  absolutely  or  indis- 
pensably necessary,"  and  "to  no  mind  would  the  same  idea  be  conveyed 
by  the  several  phrases."  To  illustrate  this  comment,  the  learned  Chief 
Justice  compared  the  clause  which  declares  that  "  no  State  shall,  without 
consent  of  Congress,  lay  any  impost  or  duties  on  imports  or  exports  ex- 
cept what  may  be  absolutely  necessary  for  executing  its  inspection 
laws,"  with  that  which  authorizes  Congress  "to  make  all  laws  which 
shall  be  necessary  and  proper,"  and  insisted  that  "the  convention 
understood  itself  to  change  materially  the  meaning  of  the  word 
"necessary"  by  prefixing  the  word  "absolutely."  "It  must  have  been 
the  intention  (continues  the  court)  of  those  who  gave  these  powers 
to  insure,  as  far  as  human  prudence  could  insure,  their  beneficial  ex- 
ecution. This  could  not  be  done  by  confining  the  choice  of  means 
to  such  narrow  bmits  as  not  to  leave  it  in  the  power  of  Congress 
to  adopt  any  which  might  be  appropriate  and  conducive  to  the  end.  This 
provision  is  made  in  a  Constitution  intended  to  endure  for  ages  to  come, 
and  consequently  to  be  adapted  to  the  various  crises  of  human  affairs. 
To  have  prescribed  the  means  by  which  government  should,  in  all  future 
time,  execute  its  powers,  would  have  been  to  change  entirely  the  charac- 
ter of  the  instrument,  and  give  it  the  properties  of  a  legal  code."  *  *  * 
"To  have  declared  that  the  best  means  shall  not  be  used,  but  those 
alone  without  which  the  pow.er  would  be  nugatory,  would  have  been  to 


TRANSPORTATION    TO    THE    SEABOARD.  97 

deprive  the  legislature  of  the  capacity  to  avail  itself  of  experience,  to 
exercise  its  reason,  and  to  accommodate  its  legislation  to  circumstances. 
If  we  apply  this  construction  to  any  of  the  powers  of  the  government, 
we  shall  find  it  so  pernicious  in  its  operation  that  we  shall  be  compelled 
to  discard  it." 

Further  illustrating  the  argument  by  reference  to  the  implied  power 
of  punishment,  the  court  adds,  "  It  is  a  means  of  carrying  into  execution 
all  sovereign  powers,  and  may  be  used,  although  not  indispensably  neces- 
sary. It  is  a  right  incidental  to  the  power,  and  conducive  to  its  beneficial 
exercise.  If  this  limited  construction  of  the  word  "  necessary "  is  to 
be  abandoned  in  order  to  punish,  whence  is  deriv.  d  the  rule  that 
would  re-instate  it  when  the  government  would  carry  its  powers  into 
execution  by  means  not  vindictive  in  their  nature  ?  If  the  word  ••  neces- 
sary" means  "needful,"'  "requisite,"  "essential,"1  "conducive  to," 
in  order  to  let  in  the  power  of  punishment  for  the  infraction  of  law, 
why  is  it  not  equally  comprehensive  when  required  to  authorize  the 
use  of  means  which  facilitate  the  execution  of  the  powers  of  govern- 
ment without  the  infliction  of  punishment  H  After  a  thorough  and 
exhaustive  discussion  of  this  subject,  the  court  concludes:  ••  The 
result  of  the  most  careful  and  attentive  consideration  bestowed  upon 
this  clause  is,  that  if  it  does  not  enlarge,  it  cannot  be  construed  to 
restrain,  the  powers  of  Congress,  or  to  impair  the  right  of  the  legislature 
to  exercise  its  best  judgment  in  the  selection  of  measures  to  carry  into  exe- 
cution the  constitutional  powers  of  the  government.''  *  *  *  "  Let 
the  end  be  legitimate,  let  it  be  within  the  scope  of  the  Constitution,  and  all 
the  means  which  are  appropriate,  which  are  plainly  adapted  to  that  endT 
which  are  not  prohibited,  but  consist  witli  the  letter  and  spirit  of  the  Consti- 
tution, are  constitutional, ^     (4  Wheaton,  114,-18,-21.) 

In  United  States  vs.  Fisher  (2  Cranch,  358)  the  court  decides  that 
"  the  power  to  make  all  laws  necessary  and  proper  for  carrying  into 
execution  the  powers  granted,  confers  on  Congress  a  choice  of  means,  and 
does  not  confine  it  to  what  is  indispensably  necessary." 

In  the  case  of  Dickey  vs.  The  Maysville  Turnpike  Company  (7  Dana, 
Ky.  Rep.,  113)  this  point  was  most  fully  and  ably  discussed  by  Ken- 
tucky's eminent  jurist — Chief  Justice  Robertson — who  says :  "  All  admit 
that  there  are  implied  powers  to  adapt  any  means  that  are  necessasy 
and  proper  for  effecting  the  end  of  am-  express  power."  *  *  * 
"  But  if  power  to  adopt  a  particular  means  for  attaining  the  end  or 
some  express  power  should  not  be  implied,  unless  that  means  be  indis- 
pensable— that  is,  unless  the  express  power  cannot  be  otherwise  exe-' 
cuted,  then  it  is  demonstrable  that  there  can  be  no  implied  power  j  for 
it  is  evident  that  suitable  or  effectual  means  for  executing  every  express 
grant  or  power  are  various  and  of  almost  infinite  modification,  and 
therefore  no  single  means  can  be  deemed  indispensable,  because  the 
power  may  be  exercised  by  some  other  means.  But,  although  710 
one  means  alone  can  be  deemed  indispensable,  yet  as  no  end  can  be 
accomplished  without  some  means,  all  the  means  which  are  adapted  to  an 
S.  Rep,  307 -7 


98  TRANSPORTATION  TO  THE  SEABOARD. 

end,  and  will  effectuate  it, are  necessary,  and  each  is  equally  and  in  the  same 
sense  necessary ;  and,  therefore,  if  any  one  of  them  be  constitutional, 
any  other  of  them  must  be  equally  so,  unless  it  be  prohibited  by  the  Con- 
stitution, or  be  subversive  of  some  fundamental  principle,  and  therefore 
would  not  be  proper  as  well  as  necessary.  And  of  course  in  choosing 
between  proper  means,  thus  equally  necessary  in  the  political  sense,  the 
question  is  one  of  expediency  only,  and  not  of  power." 

THE  DEGREE  OF  NECESSITY  FOR  THE  EMPLOYMENT  OF  ANY  PARTIC- 
ULAR MEANS  WILL  NOT  BE  INQUIRED  INTO  BY  THE  COURTS,  BUT 
MUST   BE   LEFT   TO   THE   DISCRETION   OF   CONGRESS. 

On  this  point  the  Supreme  Court  in  McCulloch  vs.  Maryland  (4 
Wheatou  423)  held  that,  "where  the  law  is  not  prohibitive,  and  is 
really  calculated  to  effect  any  of  the  objects  intrusted  to  the  govern- 
ment, to  undertake  here  to  inquire  into  the  degree  of  its  necessity  would 
be  to  pass  the  line  which  circumscribes  the  judicial  department,  and  to 
tread  on  legislative  ground.  This  court  disclaims  all  pretensions  to  such 
power." 

From  these  decisions  we  think  the  following  conclusions  may  fairly 
be  drawn : 

1st.  That  in  the  exercise  of  the  power  to  regulate  commerce,  Congress 
is  not  restricted  to  the  use  of  such  means  as  are  indispensable  or  absolutely 
necessary ;  but  that  all  means  are  authorized  which  are  appropriate,  and 
plainly  adapted  to  facilitate  the  execution  of  that  power,  and  which  are 
not  prohibited  in  the  Constitution  or  in  violation  of  some  fundamental 
principle. 

2d.  That  a  choice  of  means  is  confided  to  the  wisdom  and  discretion  of 
Congress ;  and  the  courts  will  not  inquire  into  the  degree  of  necessity 
that  will  justify  a  resort  to  any  particular  means. 

Guided  by  the  light  of  these  expositions  of  the  language  and  princi- 
ples of  the  Constitution,  we  are  now  prepared  to  inquire — 

First.  May  Congress,  in  the  execution  of  its  power  to  regulate  com- 
merce among  the  States,  if  in  its  discretion  the  means  be  appropriate 
and  most  conducive  to  the  end,  appropriate  money  to  construct  a  rail- 
road or  canal! 

Second.  May  it  incorporate  a  company  with  authority  to  construct 
them  ? 

Third.  May  it,  in  exercise  of  the  right  of  eminent  domain,  author- 
ize to  be  taken  for  the  public  use,  paying  just  compensation  therefor, 
private  property  within  a  State  for  the  right  of  way  for  such  railroad 
or  canal  ? 

Fourth.  May  it,  upon  paying  just  compensation  therefor,  authorize 
to  be  taken  for  the  public  use  any  existing  railroad  or  canal  owned  by 
private  persons  or  corporations  ? 

We  think  the  answer  to  these  questions  will  depend  upon  another  : 
Is  the  appropriation  of  money,  or  the  incorporation  of  a  company,  or  the 


TRANSPORTATION    TO    THE    SEABOARD.  99 

exercise  of  the  right  of  eminent  domain,  for  the  purposes  indicated, 
prohibited  by  the  Constitution,  or  in  violatiou  of  any  of  its  fundamental 
principles  ?  If  either  be  so  prohibited,  or  in  conflict  with  the  principles 
of  our  government,  of  course  it  is  not  a  "  proper"  means;  but  if  not,  is  it 
proper,  and  may  be  employed  under  the  auxiliary  powers  of  Congress. 

THE  POWER  TO  APPROPRIATE  MONEY  FOR  INTERNAL  IMPROVEMENTS. 

The  power  to  appropriate  money  for  purposes  of  internal  improve- 
ment has  been  so  often  affirmed  by  every  department  of  the  govern- 
ment, and  exercised  without  question  in  so  great  a  variety  of  ways, 
that  it  is  no  longer  a  debatable  question. 

POWER    TO    INCORPORATE    A    COMPANY    FOR    THE   PURPOSE   OF   CON- 
STRUCTING A  RAILWAY   OR   CANAL. 

The  power  of  Congress  to  incorporate  a  company  with  authority  to 
construct  a  railroad  or  canal,  is,  in  the  judgment  of  your  committee, 
equally  clear,  though  it  is  possible  there  may  be  those  who  entertain  a 
different  opinion.  There  is  no  provision  in  the  Constitution  which  ex- 
pressly authorizes  an  act  of  incorporation  as  an  end,  but  the  statutes  of 
the  United  States  abound  with  acts  of  incorporation  as  the  means  of 
carrying  its  express  powers  into  execution.  One  of  the  earliest  cases  of 
the  exercise  of  this  power  was  the  incorporation  of  a  bank  by  the  first 
Congress,  in  1791.  Numerous  acts  of  succeeding  Congresses  assumed 
this  power,  and,  in  1816,  Congress  again  incorporated  the  Bank  of  the 
United  States.  Thereupon  the  State  of  Maryland,  through  the  act  of  her 
legislature,  raised  the  question  of  its  constitutionality.  The  best  legal 
talent  of  the  country  was  employed  on  both  sides,  and  the  question  was 
ably  and  elaborately  argued  before  the  Supreme  Court  of  the  United 
States.  It  was  insisted  by  counsel  for  the  State  of  Maryland  that,-  as 
the  power  to  establish  corporations  is  not  delegated  to  the  United  States, 
nor  prohibited  to  the  individual  States,  it  is,  therefore,  reserved  to  the 
States  or  to  the  people;  that  the  power  of  laying  and  collecting  taxes 
implied  the  power  of  regulating  the  mode  of  assessment  and  collection, 
and  of  appointing  revenue  officers,  but  that  it  did  not  iinply  the  power 
of  establishing  a  great  banking  corporation,  branching  out  into  every 
part  of  the  country,  and  inundating  it  with  a  flood  of  paper  money. 
The  court  held  that,  though  the  express  power  to  create  a  corporation 
was  not  found  in  the  Constitution,  yet,  "no  sufficient  reason  is  perceived 
why  it  may  not  pass  as  incidental  to  those  powers  which  are  expressly 
given,  if  it  be  a  direct  mode  of  executing  them."  "The  government, 
which  has  the  right  to  do  an  act,  and  has  imposed  on  it  the  duty  of  per- 
forming that  act,  must,  according  to  the  dictates  of  reason,  be  alloiced 
to  select  the  means ;  and  those  who  contend  that  it  may  not  select  any 
appropriate  means — that  one  particular  mode  of  effecting  the  object  is 


100  TRANSPORTATION    TO    THE    SEABOARD. 

excepted — take  upon  themselves  the  burden  of  establishing  that  excep- 
tion."    (McCulloch  vs.  Maryland,  4  Wheaton,  410.) 

The  counsel  for  the  State  of  Maryland  also  argued  that,  as  State 
banks  were  then  in  existence,  the  government  could  conduct  its  finan- 
cial operations  through  their  agency,  and  hence  the  establishment  of  a 
United  States  bank  could  not  be  necessary;  therefore  it  was  not 
constitutional.  Just  as  it  is  now  claimed  that,  because  the  States  have 
chartered  railroads,  which  can  conduct  the  commerce  of  the  country,  it 
is  unnecessary,  and  hence  unconstitutional,  for  the  government  to  ex- 
ercise  this  power  in  aid  or  regulation  of  commerce.  To  this  position 
the  Supreme  Court  replied:  "It  can  scarcely  be  necessary  to  say  that 
the  existence  of  State  banks  can  have  no  possible  influence  on  the 
question.  No  trace  can  be  found  in  the  Constitution  of  an  intention  to 
create  a  dependence  of  the  government  of  the  Union  on  those  of  the  States 
for  the  execution  of  the  great  powers  assigned  to  it.  Its  means  are  ade- 
quate to  its  ends ;  and  on  those  means  alone  was  it  expected  to  rely  for 
the  accomplishment  of  its  ends.  To  impose  on  it  the  necessity  of  re. 
sorting  to  means  which  it  cannot  control,  which  another  government 
may  furnish  or  withhold,  woidd  render  its  course  precarious,  the  re- 
sult of  its  measures  uncertain,  and  create  a  dependence  on  other  gov- 
ernments which  would  disappoint  its  most  important  designs,  and  is 
incompatible  with  the  language  of  the  Constitution.  But  were  it  other- 
wise, the  choice  of  means  implies  a  right  to  choose  a  national  bank  in 
preference  to  State  banks,  and  Congress  alone  can  make  the  election." 
(Ibid.,  144.)  So  we  claim  that  the  choice  of  means  for  the  execution  of 
the  power  to  regulate  commerce  implies  the  right  to  choose  national 
means  in  preference  to  those  which  may  or  may  not  be  furnished  by  the 
States. 

In  illustration  of  this  position,  take  again,  if  you  please,  the  case  of 
a  State,  lying  in  the  pathway  of  commerce  between  the  West  and  the 
East,  which  may  have  granted  to  a  single  corporation  the  exclusive 
right  to  construct  a  railroad  across  a  territory  which  may  be  totally 
inadequate  to  perform  the  service  required ;  and  that  such  corporation 
exerts  an  influence  over  the  legislature  which  enables  it  to  prevent  the 
construction  of  any  additional  means  of  transportation,  thereby  practi- 
cally excluding  the  products  of  one  State  from  the  markets  of  another, 
or  of  the  world ;  or  suppose  the  four  great  trunk-lines  leading  from  the 
West  to  the  Atlantic  seaboard  (which  are  chartered  by  State  authority) 
should  combine  to  exact  tariffs  so  exorbitant  as  to  practically  produce 
the  same  result  (a  supposition  by  no  means  unreasonable);  would  it  be 
insisted,  under  such  circumstances,  that,  without  the  consent  of  the 
State,  Congress  is  impotent  to  aid  the  commerce  of  the  country  or  to 
relieve  the  people  from  the  intolerable  burdens  and  exactions  of  char- 
tered monopolies  ?  If  so,  the  Union  is  dependent  on  the  States  for  the 
means  of  executing  its  powers ;  and  a  single  State  may  exert  a  power 
over  the  internal  commerce  of  the  country  which  cannot  be  exercised 


TRANSPORTATION    TO    THE    SEABOARD.  101 

by  all  the  people  of  all  the  other  States,  through  their  chosen,  and  dele- 
gated agent,  the  general  government.  Nay,  more,  the  industry  and 
commerce  of  a  dozen  States  would  be  completely  at  the  mercy  and  un- 
der the  control  of  an  irresponsible  creature  of  a  single  State.  Such  a 
doctrine,  by  exposing  the  commerce  among  the  States  to  the  whims,  the 
caprice,  and  the  selfishness  of  any  individual  State  or  to  the  cupidity  of 
•one  of  her  creatures,  would  strip  the  Constitution  of  one  of  its  most 
vital  powers — the  very  one,  in  fact,  which  led  to  its  formation. 

Take  another  case.  Suppose  the  State  of  Indiana  had  always  per- 
sistently refused  to  grant  the  right  of  way  for,  or  authorize  the  con- 
struction of,  railroads  across  her  territory,  thereby  excluding  the  great 
States  lying  west  of  her  from  a  fair  participation  in  the  internal  or  for- 
eign commerce  of  the  country,  and  causing  a  delay  of  many  days  in  the 
transmission  of  the  mails  between  the  seat  of  government  and  the  peo- 
ple of  the  Northwestern  States,  would  it  be  argued,  in  such  a  case, 
that  neither  the  "power  to  regulate  commerce  among  the  States"  nor 
the  "power  to  establish  post-roads'"  could  be  invoked  to  open  channels 
of  communication  through  her  borders  ?  We  think  not.  And  yet  if  the 
power  exists  for  such  an  exigency,  it  exists  at  all  times,  and  the  question 
as  to  its  exercise  is  one  of  expediency  only,  and  not  of  constitutional 
right.  To  hold  that  the  power  would  exist  if  the  State  of  Indiana  had 
so  refused  to  act,  but  that  it  does  not  exist  because  she  has  authorized 
the  construction  of  railroads,  would  be  to  say  that  a  single  State  may 
enlarge  or  diminish  the  powers  of  the  government,  and  thereby  change 
the  Constitution. 

NATIONAL  RIGHT    OF   EMINENT   DOMAIN   WITHIN   A   STATE. 

It  must  be  admitted,  however,  that  Congress  cannot  construct  nor 
authorize  the  construction  of  such  roads  and  canals,  uuless  it  can  exer- 
cise the  right  of  eminent  domain.  It  remains,  therefore,  to  consider  the 
question :  May  the  general  government,  in  the  execution  of  its  power 
over  commerce,  or  in  the  execution  of  any  other  power,  authorize  the 
taking  of  private  property  for  public  use,  within  the  limits  of  a  State? 
"We  believe  it  may.  It  is  true  the  Constitution  does  not  in  express 
words  grant  this  right  to  Congress,  though  it  does,  as  we  shall  hereafter 
see,  expressly  recognize  it.  Without  such  recognition,  we  think  its  ex- 
istence clearly  demonstrable,  on  the  ground  that  it  is  an  inherent  and 
essential  element  of  sbvereignt!/,  without  which  some  of  the  acknowledged 
vital  powers  of  government  could  not  be  exercised.  President  Monroe 
(a  strict  constructionist)  said,  "The  great  office  of  the  Constitution,  by 
incorporating  the  people  of  the  several  States  into  one  community,  and 
enabling  it  to  act  directly  on  the  people,  was  to  annul  the  powers  of  the 
State  governments  to  that  extent,  except  in  cases  where  they  are  con- 
current, and  to  preclude  their  agency  in  giving  effect  to  those  of  the 
General  Government.'" 

In  Gibbons  vs.  Ogden  (9  Wheaton,  197)  the  court  says:  "If,  as  has 


102  TRANSPORTATION    TO    THE    SEABOARD. 

always  been  understood,  the  sovereignty  of  Congress,  though  limited  to 
specified  objects,  is  plenary  as  to  those  objects,  the  power  over  commerce 
with  foreign  nations,  and  among  the  several  States,  is  vested  in  Congress 
as  absolutely  as  it  would  be  in  a  single  government  having  in  its  constitu- 
tion the  same  restrictions  as  to  the  exercise  of  power  as  are  contained 
in  the  Constitution  of  the  United  States." 

We  have  seen  that  the  delegated  powers  of  the  United  States  are  in- 
dependent powers,  coming  directly  from  the  people,  acting  directly  upon 
the  people,  directly  responsible  to  the  people,  in  no  sense  dependent 
upon  the  States  for  their  means  of  execution;  that  for  all  the  purposes 
and  objects  for  which  they  are  granted  they  are  absolute  and  supreme; 
that  they  are  complete  in  themselves,  may  be  exercised  to  their  utmost  ex- 
tent, and  acknowledge  no  limitations  other  than  are  prescribed  in  the  Con- 
stitution, and  that  the  rights  of  the  government  as  sovereign,  and  its 
prerogatives  as  such,  are  co-extensive  with  the  functions  of  government 
committed  to  it. 

If  these  premises  be  correct,  we  hold  that  the  following  decisions  ap- 
ply with  as  full  force  to  the  sovereign  powers  of  the  Union  as  to  the 
powers  of  a  single  State: 

"The  right  of  eminent  domain  is  a  part  of  the  sovereign  power."1  (4  Cr« 
C.  C,  75.) 

"The  right  to  take  private  property  for  public  purposes  is  an  incident 
to  all  governments.11     (Baldwin,  205.) 

"The  right  of  eminent  domain  is  an  inherent  and  essential  element  of 
sovereignty.  It  results  from  the  social  compact,  and  hence  would  exist 
without  anv  express  provisions  of  the  organic  law  upon  the  subject." 
(4  Miss.,  349.) 

The  right  to  take  private  property,  for -public  purposes,  does  not  de- 
pend on  any  express  provisions  of  the  charter  of  government,  but  it  is 
an  inherent  attribute  of  sovereignty  existing  in  every  independent  State? 
(Haywood  vs.  ?$ew  York,  3  Seldon,  324.) 

To  deny  the  application  of  these  principles  to  the  sovereign  powers 
of  the  Union,  is  to  deny  that  the  United  States  constitute  an  iude" 
pendent  government.  It  will  not  do  to  say  that  because  the  general 
government  is  not  sovereign  and  supreme  for  all  purposes,  therefore 
rights  which  are  essential  attributes  of  State  sovereignty  do  not  pertain 
to  the  acknowledged  powers  of  the  Union.  This  argument  would  apply 
with  equal  force  to  the  States,  for  they  too  are  limited  in  their  powers, 
both  by  their  own  constitutions  and  by  the  Constitution  of  the  United 
States. 

That  the  sovereignty  of  Congress,  within  the  scope  of  its  delegated 
powers,  is  the  same  in  hind,  and  possessed  of  all  the  elements  and  attributes 
of  sovereign  State  powers,  is  clearly  asserted  by  Mr.  Justice  Johnson, 
in  9  Wheaton,  227:  "The  power  to  regulate  commerce,  here  meant  to  be 
granted,"  says  the  learned  judge,  "  was  that  poicer  to  regulate  commerce 
which  previously  existed  in  the  States.  But  what  was  that  power?  The 
States  were  unquestionably  supreme;  and  each  possessed  that  power 
over  commerce  which  is   acknowledged  to  reside  in  every  sovereign 


TRANSPORTATION    TO    THE    SEABOARD.  103 

State."  Therefore,  as  we  have  already  seen,  whatever  elements  and 
attributes  of  sovereignty  appertained  to  this  power  when  it  existed  in 
the  States,  have  been  transferred  with  it  to  the  federal  government.* 

The  right  of  eminent  domain  is  clearly  implied  as  incidental  to  the 
enumerated  powers,  because  it  is  a  necessary  and  proper  means  of 
executing  them,  as,  for  instance,  the  "power  to  establish  post-offices  and 
post-roads,"'  and  the  power  to  "regulate  commerce."  It  was  impossible, 
as  already  stated,  for  tbe  authors  of  the  Constitution  to  specify  for  the 
long  future  all  the  means  that  might  become  necessary  to  the  full  and 
beneficial  exercise  of  the  power  delegated,  both  on  account  of  the  end- 
less detail  it  would  have  involved  and  the  infinite  variety  of  ciraim- 
stances  which  could  not  be  foreseen.  Hence  the  necessity  for  the  in- 
cidental or  auxiliary  powers  which  are  so  liberally  provided.  The 
statutes  of  the  United  States  abound  with  acts  based  upon  powers  de- 
rived wholly  from  implication. 

Congress  is  empowered  "  to  establish  post-offices  and  post-roads,'? 
from  which  comes  the  implied  power  to  carry  the  mails  from  one  office 
to  another,  and  from  this  again  the  implied  authority  to  punish  mail- 
robbers.  Under  the  power  "to  collect  duties  and  imposts"  Congress 
has  the  implied  right  to  punish  smuggling.  The  power  to  "coin  money 
and  regulate  tbe  value  thereof."  and  "to  provide  for  the  punishment  of 
counterfeiting  the  securities  and  current  coin  of  the  United  States,"  im- 
plies the  power  to  make  laws  punishing  the  offense  of  altering  and  pass- 
ing the  coin  or  securities  thus  counterfeited. 

The  power  "  to  dispose  of  and  make  all  needful  rules  and  regulations 
respecting  the  territory  and  other  property  of  the  United  States,"  in- 
volves the  unquestioned  power  to  incorporate  a  Territorial  government. 
The  power  "  to  regulate  commerce"  has  always  been  held  to  involve  the 
auxiliary  power  to  erect  wharves,  buoys,  beacons,  and  light-houses  in 
aid  and  encouragement  of  commerce.  The  power  to  "  lay  and  collect 
taxes,"  &c,  includes  the  incidental  power  to  incorporate  a  national  bank, 
with  branches  and  authority  to  issue  paper  money. 

If,  therefore,  all  the  acknowledged  incidental  powers  to  wbich  we 
have  just  referred  are  constitutional,  upon  what  principle  shall  the  rule 
of  construction  be  so  changed  as  to  exclude  the  right  to  take  private 
property  for  public  use  whenever  the  exercise  of  such  right  is  conducive 
and  appropriate  to  the  execution  of  an  express  power  ?  In  the  instances 
just  cited,  the  power  of  punishment  is  not  among  the  enumerated  powers 
of  Congress,  and  yet  all  admit  that  it  is  incidental  to  them.  "The  good 
sense  of  the  public  has  pronounced,  without  hesitation,  that  the  power 
of  punishment  appertains  to  sovereignty  and  may  be  exercised  whenever 
the  sovereign  has  a  right  to  act,  as  incidental  to  his  sovereign  power? 
(Chief  Justice  Marshall  in  McCnlloch  vs.  Maryland.) 

Can  an  American  citizen  be  immured  in  prison  under  an  incidental 

*  The  same  doctrine  was  maintained,  as  we  have  seen,  by  Mr.  Calhoun,  in  1846,  in 
his  report  npon  the  memorial  of  the  Memphis  convention.  (Senate  Doc,  1st  session 
29th  Congress,  vol.  8,  p.  410.) 


104  TRANSPORTATION  TO  THE  SEABOARD. 

power  of  Congress,  while  bis  property  cannot  be  taken  for  a  public  use, 
though  just  compensation  be  paid  therefor  ?  Will  it  be  claimed  that 
Congress  may  enter  the  limits  of  a  State,  and,  by  virtue  of  its  incidental 
powers,  fine  one  of  her  citizens,  and  even  imprison  him  for  life,  and  yet 
that  his  property  cannot  be  taken  when  demanded  by  the  exigencies  of 
the  public  service  ?  Is  personal  liberty  less  sacred  than  private  prop- 
erty ?  If  to  take  private  property  for  a  public  use,  paying  just  compen  - 
sation  therefor,  be  to  encroach  upon  the  rights  of  the  States,  is  it  not  a 
much  greater  encroachment  to  take  the  liberty  of  one  of  her  citizens  ? 
True,  the  punishment  is  inflicted  because  of  his  willful  violations  of  law, 
but  the  crimes  of  a  citizen  cannot  add  a  new  power,  and  thereby  change 
the  Constitution. 

But  we  have  said  that  the  Constitution  expressly  recoguizes  the  exist- 
ence of  the  right  of  eminent  domain.  The  fifth  article  of  the  amend- 
ments declares  that ''private  property  shall  not  be  taken  for  public  use 
without  just  compensation ." 

In  Barron  vs.  Baltimore  (7  Peters,  250)  the  Supreme  Court,  adverting 
to  this  clause  of  the  Constitution,  says  :  "  The  powers  they  [the  people] 
conferred  on  this  government  are  to  be  exercised  by  itself;  and  the 
limitations  on  its  power,  if  expressed  in  general  terms,  are  naturally,  and, 
we  think,  necessarily,  applicable  to  the  government  created  by  the  instru- 
ment.    They  are  limitations  of  power  granted  by  the  instrument  itself." 

And,  again,  in  Withers  vs.  Buckley  (20  Howard,  89)  the  court  held 
that  the  first  ten  amendments  to  the  Constitution  "  were  designed  to  be 
modifications  of  the  powers  vested  in  the  federal  government,  and 
their  language  is  susceptible  of  no  other  rational,  literal,  or  verbal  accep- 
tation/' It  is  therefore  clear  that  this  clause  limits  a  poicer  existing  in  the 
Constitution,  for  if  no  such  poicer  exists  there,  why  prescribe  the  conditions 
of  its  exercise  ? 

But  it  is  argued  that  inasmuch  as  Congress  is  expressly  empowered  to 
exercise  exclusive  jurisdiction  over  the  ten-miles  square,  which  should 
become  the  seat  of  government,  this  condition  may  properly  apply  to 
that  District,  and  hence  that  the  clause  recognizes  no  existing  right  to 
take  private  property  elsewhere.  It  undoubtedly  does  apply  to  the 
District  of  Columbia  ;  but  we  submit  it  can  hardly  be  seriously  contended 
that  it  is  to  be  confined  within  such  narrow  limits.  After  the  adoption 
of  the  Constitution  it  was  feared  by  many  that  the  rights  of  the  States 
might  be  invaded  by  the  general  government,  and  hence  the  first  ten 
amendments  were  adopted  as  a  sort  of  bill  of  rights  for  the  protection 
of  the  people  of  the  States.  In  the  case  from  20  Howard,  89,  just  cited, 
the  court,  in  commenting  on  the  clause  in  question,  said:  "To  every 
person  acquainted  with  the  history  of  the  federal  government,  it  is 
familiarly  known  that  the  ten  amendments  first  ingrafted  upon  the  Con- 
stitution had  their  origin  in  the  apprehension  that  in  the  investment 
of  powers  made  by  that  instrument  in  the  federal  government  the 
safety  of  the  States  and  their  citizens  had  not  been  sufficiently  guarded.'''' 


TRANSPORTATION  TO  THE  SEABOARD.  105 

11  That  in  order  to  remove  the  cause  of  this  apprehension,  and  to  effect 
that  security  which  it  was  feared  the  original  instrument  had  failed  to 
accomplish,  twelve  articles  of  amendment  were  proposed  at  the  first 
session  of  the  first  Congress,  and  the  first  ten  articles  in  the  existing 
series  of  amendments  were  adopted  and  ratified  by  Congress  and  by  the 
States,  two  of  the  amendments  having  been  rejected." 

And,  again,  in  the  case  from  7  Peters,  250,  the  court,  referring  to  the 
causes  which  led  to  the  adoption  of  the  amendments  to  the  Constitu- 
tion, remarks :  "  In  almost  every  convention  in  which  the  Constitution 
was  adopted,  amendments  to  guard  against  abuse  of  power  were  recom- 
mended. These  amendments  demanded  security  against  the  encroach- 
ments of  the  general  government ;  not  against  those  of  the  local  gov- 
ernments." 

The  conclusions  clearly  expressed  in  both  of  these  opinions  are,  that  the 
first  ten  amendments  were  intended  to  restrict  the  powers  of  the  fed- 
eral government  in  order  to  make  the  States  more  secure  against  its 
possible  encroachments,  and  that  the  provision  requiring  just  com- 
pensation to  be  paid  was  designed  to  be  a  limitation  upon  an  exist- 
ing national  power  which  could  be  exercised  within  a  State.  The 
forced  construction  that  would  confine  the  operation  of  this  clause  to 
the  District  of  Columbia  would  restrict  within  the  same  narrow  limits 
the  operation  of  seven  of  the  ten  amendments.  It  can  hardly  be  con- 
ceived that  the  people  of  the  States  had  suddenly  become  so  extremely 
solicitous  about  the  rights  of  this  District  as  such  a  construction  would 
indicate.  It  is  therefore  very  apparent,  from  the  discussions  of  the  times, 
as  well  as  from  the  amendments  themselves  and  the  construction  given 
them  by  the  Supreme  Court,  that  they  were  intended  as  restrictions  on 
the  exercise  of  the  powers  of  the  general  government  within  the  States, 
aud  that  in  the  execution  of  the  enumerated  powers  of  Congress  it  icas 
understood  that  the  right  of  eminent  domain  could  be  exercised  within  the 
limits  of  a  State ;  and  hence  the  amendment  proposed  only  to  regulate 
this  "attribute  of  sovereignty1'  by  requiring  that  when  so  exerted  it 
should  always  be  upon  the  condition  of  paying  just  compensation. 

But  it  is  said  that  the  Constitution  grants  specifically  the  exclusive 
right  of  legislation  *  *  *  "over  all  places  purchased  by  consent  of  the 
legislature  of  the  State  in  which  the  same  shall  be,  for  the  erection  of 
forts,  magazines,  arsenals,  dock-yards,  and  other  needful  buildings," 
and,  therefore,  as  one  specific  mode  of  acquiring  rights  in  the  soil  within 
a  State  for  a  public  use  is  named,  for  certain  purposes,  all  other  modes, 
and  all  other  purposes,  are  necessarily  excluded,  and  hence  the  exercise 
of  the  right  of  eminent  domain  is  inadmissible.  Stated  in  other  words, 
the  argument  is,  Congress  may  purchase,  by  consent  of  the  legislature, 
certain  places  for  forts,  magazines,  arsenals,  dock-yards,  and  other 
needful  buildings,  but  such  u places"  can  be  acquired  in  no  other  way ; 
and  therefore  if  it  should  become  necessary  to  erect  a  fort  for  the  pro- 
tection of  the  nation  against  a  foreign  enemy.  Congress  is  utterly  iurpo- 


106  TRANSPORTATION  TO  THE  SEABOARD. 

tent  to  make  such  provision  for  the  common  defense,  no  matter  how 
great  the  peril,  nor  how  urgent  the  necessity,  so  long  as  the  consent  of 
the  legislature  to  the  purchase  is  withheld,  or  the  citizen  refuses  to  sell. 
And,  of  course,  if  it  happen  that  the  State  is  in  sympathy  with  the 
enemy,  or  the  citizen  owning  the  land  be  unfriendly,  the  government 
must  remain  defenseless.  If  a  light-house  be  imperatively  demanded 
for  the  security  of  the  lives  and  property  of  American  citizens  engaged 
in  commerce,  the  government  would,  under  this  construction,  be  en- 
tirely dependent  upon  the  State  for  the  means  of  exercising  one  of  its 
unquestioned  powers.  So,  too,  if  a  State  should  be  unfriendly,  the  gov- 
ernment would  be  powerless  to  establish  a  post-office  within  her  limits 
though  expressly  empowered  by  the  Constitution  to  do  so. 

We  submit,  therefore,  that  a  construction  of  the  Constitution  which 
thus  robs  the  government  of  its  independence,  strips  it  of  its  vital 
powers,  and  renders  it  impotent  to  provide  even  for  its  own  defense,  can 
hardly  be  the  true  one. 

But  the  argument  that  because  one  specific  mode  of  acquiring  rights 
in  the  soil  is  mentioned,  therefore  all  other  modes  are  excluded,  may  be 
further  tested  by  some  of  the  acknowledged  incidental  powers  of  Con- 
gress. And  we  will  again  take  the  one  which  affects  the  dearest  and 
most  sacred  right  of  the  citizen,  the  power  of  punishment. 

If  the  argument  be  sound  when  applied  to  the  national  right  of  emi- 
nent domain  within  a  State,  it  is  surely  so,  and  for  a  much  stronger 
reason,  when  applied  to  a  power  that  may  deprive  a  citizen  of  his  lib- 
erty. In  three  cases  specifically  mentioned  Congress  is  empowered  to 
punish,  namely:  "To  provide  for  the  punishment  of  counterfeiting  the 
securities  and  current  coin  of  the  United  States,"  and  "to  define  and 
punish  piracies  and  felonies  committed  on  the  high  seas  and  offenses 
against  the  law  of  nations;"  also,  "to  declare  the  punishment  of  trea- 
son." These  three  provisions  comprise,  we  believe,  all  the  cases  in 
which  the  Constitution  expressly  confers  on  Congress  the  power  to  in- 
flict penalties  for  an  infraction  of  its  laws. 

Might  it  not  be  argued  with  far  greater  plausibility  that  because  the 
power  of  punishment  is  specifically  mentioned  in  these  cases,  that  there- 
fore it  is  excluded  from  all  others?  And  yet  we  know  it  is  not  so  ex- 
cluded. The  power  of  the  government  to  punish  any  infraction  of  its 
laws  is  unquestioned.  Mail  robbery  and  smuggling  are  not  in  the  re- 
motest degree  related  to  any  of  the  specified  powers  of  punishment,  but 
no  one  doubts  the  constitutionality  of  the  laws  which  provide  penalties 
for  these  offenses. 

The  weakness  of  the  argument,  based  upon  the  clause  in  question, 
will  be  apparent  by  a  reference  to  its  real  object,  which  was  not  to  grant 
any  new  powers  for  the  erection  of  buildings  or  for  obtaining  rights  in 
the  soil  of  a  State,  but  simply  to  confer  on  Congress  exclusive  legislative 
jurisdiction  over  such  places  as  should  be  purchased  with  consent  of  the 
State.    This  view  is  fully  sustained  by  the  Supreme  Court  of  the  United 


TRANSPORTATION    TO    THE   SEABOARD.  107 

States  in  3  Wheaton,  388,  where  it  was  held  that  Congress  may  purchase 
land  for  a  fort  or  light-house  without  the  consent  of  the  State,  but  where 
such  consent  has  not  been  obtained  the  jurisdiction  remains  in  the  State. 
It  will  be  perceived  that  this  clause  does  not  attempt  to  prescribe  the 
manner  in  which  rights  may  be  acquired  under  federal  authority  to  any 
part  of  the  soil  in  a  State,  but  rather  that  it  affords  a  fair  inference  that 
the  framers  of  the  Constitution  understood  that  such  power  already  ex- 
isted, and  that  the  sole  object  of  the  clause  under  consideration  was  to 
provide  that,  when  such  rights  should  be  required  by  cession,  the  exclu- 
sive legislative  jurisdiction  over  the  place  ceded  should  pass  to  the  fed- 
eral government. 

The  Government  of  the  United  States  has,  on  more  than  one  occasion  y 
distinctly  asserted  the  right  of  eminent  domain  within  a  State.  In  1864 
an  act  was  passed  entitled  "An  act  in  addition  to  an  act  for  the  establish- 
ment of  certain  arsenals,"  the  preamble  to  which  reads:  '-Whereas  it  is 
necessary  that  the  Government  of  the  United  States  should,  at  an  early 
day,  for  the  purposes  of  the  arsenal  at  Rock  Island,  in  the  State  of  Illinois,, 
obtain  the  possession  of  and  title  to  certain  lands,  now  the  property  of  pri- 
vate persons,  upon  which  to  locate  the  said  arsenal,  with  the  grounds  and 
buildings  needful  for  and  to  make  a  part  of  same/'  It  was  enacted  that 
the  Secretary  of  War  should  be  empowered  to  take  and  hold  full,  complete, 
and  permanent  possession  of  all  the  land  and  shores  of  the  island  of  Rock 
Island,  in  the  State  of  Illinois,  for  the  purposes  aforesaid;  and  in  case 
the  Secretary  should  be  unable  to  agree  with  the  owners  of  the  land  thus 
taken  upon  the  price  to  be  paid,  it  was  further  provided  that  a  commis- 
sion, consisting  of  three  persons,  should  he  appointed  by  the  President  of 
the  United  States,  with  power  to  decide  "what  compensation  for  the 
taking  of  the  land  is  due  to  the  claimants."  From  the  decision  of  said 
commission  an  appeal  was  allowed  to  the  courts.  This  act,  from  begin- 
ning to  end,  is  a  direct  and  unequivocal  assertion  of  the  right  of  eminent 
domain,  by  the  United  States,  within  the  State  of  Illinois. 

The  act  of  Congress  authorizing  the  construction  of  the  national  road 
involved  the  exercise  of  the  national  right  of  eminent  domain.  The  land 
upon  which  the  road  was  located  was  not  taken  under  a  State  law ;  it  is 
true  the  States  assented  that  it  should  be  taken  under  a  law  of  the  United 
States,  but  such  assent  could  confer  no  power  on  Congress  which  it  did 
not  possess  without  it.  If  the  Constitution  gave  Congress  power  to  pass 
the  act,  it  did  not  need  the  assent  of  the  States.  If  the  Constitution  did 
not  grant  such  power  to  Congress  the  States  could  not  supplement  it. 
No  new  powers  can  be  delegated,  except  in  the  manner  and  by  the  num- 
ber of  States  prescribed  in  the  Constitution. 

The  right  of  eminent  domain  is  conceded  to  be  in  the  States,  but  this, 
like  every  other  right,  is  subject  to  whatever  qualifications  may  be  ne- 
cessary to  the  exercise  of  the  powers  granted  by  the  Constitution  of  the 
United  States.  If  it  be  necessary,  in  the  exercise  of  the  national  power 
to  regulate  commerce,  or  to  "establish  post-offices  and  roads,"  that  a  rail- 


108  TRANSPORTATION    TO    THE    SEABOARD. 

road  should  be  constructed  through  a  State,  the  auxiliary  power  also 
exists  to  employ  the  necessary  and  proper  means  for  its  construction. 
It  is  difficult  to  distinguish  between  the  exercise  of  such  a  power  and 
the  conceded  one  to  improve  the  navigation  of  rivers  running  through 
two  or  more  States.  In  both  cases  it  is  for  the  purpose  of  facilitating 
commerce,  or  of  creating  it  if  none  existed  before,  and  in  both  cases  a 
portion  of  the  soil  of  the  State  must  be  appropriated. 

It  seems  unnecessary  to  discuss  the  question  whether  the  right  to  take 
the  property  of  a  private  corporation  for  public  use  does  not  exist  to 
the  same  extent  as  to  take  the  property  of  an  individual.  It  will 
hardly  be  insisted  that  the  rights  of  a  corporation  are  any  higher  or 
more  sacred  than  the  rights  of  a  natural  person.  If  a  railway  company 
may  lawfully  enter  upon  the  homestead  of  the  citizen,  or  the  burial- 
place  of  the  dead,  and  appropriate  them  for  public  use,  there  would 
seem  to  be  no  good  reason  why  the  railway  itself  may  not  be  taken  for 
the  same  purpose  and  upon  the  same  condition. 

The  direct  question  as  to  the  power  of  Congress  to  regulate  rates  and 
fares  on  railroads,  and  to  construct  railways  or  canals  through  States, 
has  never  been  decided  by  the  Supreme  Court;  but  we  submit  that  the 
enunciation  of  principles,  and  the  construction  of  the  Constitution  to 
which  we  have  referred,  leave  no  room  to  doubt  how  those  questions 
will  be  decided  when  brought  before  that  court. 

Mr.  Justice  Miller,  of  the  Supreme  Court,  after  a  full  discussion  of  the 
power  of  Congress  to  regulate  commerce,  thus  expresses  his  conclusions : 
uFor  myself  I  must  sag  that  I  have  no  doubt  of  the  right  of  Congress  to 
pr escribe  all  needful  and  proper  regulations  for  the  conduct  of  this  immense 
traffic  over  any  railroad  which  has  voluntarily  become  a  part  of  one  of  those 
lines  of  interstate  communication,  or  to  authorize  the  creation  of  such 
roads  when  the  purposes  of  interstate  transportation  of  persons  aud 
property  justify  and  require  it.''  (American  Law  Reporter  for  January, 
1868.) 

The  committee  proceed  next  to  consider  the  expediency  and  practica- 
bility of  the  various  remedies  proposed,  as  follows: 

First.  Competition  between  railways,  and  its  promotion  by  additional 
lines  without  regulation. 

Second.  Direct  Congressional  regulation  of  railway  transportation, 
under  the  power  to  regulate  commerce  among  the  several  States. 

Third.  Indirect  regulation,  and  promotion  of  competition,  through 
the  agency  of  one  or  more  lines  of  railway,  to  be  owned  or  controlled 
by  the  government. 

Fourth.  The  improvement  of  natural  water-ways,  aud  the  construc- 
tion of  artificial  channels  of  water-communication. 


TRANSPORTATION    TO    THE    SEABOARD.  109- 

l.—COM  PETITION  BETWEEN  KAIL  WAYS,  AND  ITS  PROMO- 
TION BY  THE  CONSTRUCTION  OF  ADDITIONAL  LINES. 

The  nature  and  value  of  railway  competition  may  be  best  understood 
by  a  brief  reference  to  its  history  in  other  countries  as  well  as  in  the 
United  States. 

COMPETITION  IN   OTHER   COUNTRIES. 

France. 

In  France  the  system  of  independent  corporate  management  was  tried 
and  proved  unsuccessful.  The  independent  companies  failed,  and  the 
progress  of  railway  development  was  slow  and  unsatisfactory. 

It  was  found  necessary,  as  early  as  1842,  to  change  the  policy  to  one 
of  government  guarantees  and  surveillance,  which,  being  better  adapted 
to  the  French  people,  restored  confidence,  and  largely  stimulated  rail- 
way construction.  Under  this  policy  the  government  undertook  to 
construct  the  earthwork,  masonry,  and  stations,  and  to  pay  one-third 
the  cost  of  the  land.  The  other  two-thirds  was  to  be  paid  for  by  the 
departments.  The  companies  were  to  bear  the  expense  of  the  iron, 
rolling-stock,  maintenance,  &c,  it  being  the  intention  that  two-fifths 
of  the  total  cost  should  be  borne  by  the  companies,  and  the  other  three- 
fifths  by  the  state  and  the  departments.  This  system  of  copartnership 
existed  from  1842  to  1859. 

In  the  latter  year  the  Emperor,  dissatisfied  with  the  slow  progress 
and  feeble  management  of  the  railways  of  the  empire,  took  them  in 
hand,  and,  adapting  his  policy  to  the  genius  of  the  French  people, 
launched  out  upon  a  bold  system  of  railway  development.  Capital, 
rendered  cautious  by  experience,  shrank  from  shares  without  a  guaran- 
tee, and  he  guaranteed  4^  per  cent,  on  the  new  lines.  The  French 
people  preferred  debentures  to  shares,  and  an  enormous  issue  of  deben- 
tures was  authorized.  The  companies  complained  that  tbeir  conces- 
sions were  too  short,  and  he  extended  them  to  ninety-nine  years.  At  the 
same  time  a  rigid  system  of  regulation  and  audit  was  instituted  for  the 
protection  of  the  interests  of  the  state.  Discarding  all  idea  of  competition , 
and  believing  that  small  companies  were  inexpedient,  he  consolidated 
them  into  six  great  companies,  and  assigned  to  each  a  distinct  territory. 

This  financial  partnership  between  the  state  and  the  companies  made 
it  the  interest  of  the  former  to  sustain  those  lines  on  which  she  was 
guarantor,  and  hence  competition  was  discouraged  by  the  government. 
The  fact  that  the  whole  empire  has  been  subdivided  into  six  great  dis- 
tricts, and  handed  over  to  the  exclusive  control  of  the  company  to 
which  each  is  respectively  assigned,  renders  competition  impossible. 
Certain  modifications  were  introduced  by  the  law  of  1865,  which  may 
give  rise  to  slight  competition  in  certain  localities.  By  that  act,  which 
is  said  to  have  been  a  concession  to  the  principles  of  self-government, 


110  TRANSPORTATION  TO  THE  SEABOARD 

the  departments  aiicl  communes  within  their  jurisdiction  were  author- 
ized to  undertake  the  construction  of  railways  themselves,  or  to  sanc- 
tion their  construction  by  private  individuals,  subject  to  the  approval 
of  the  government.  The  objeet  of  this  law  was  to  facilitate  the  con- 
struction of  feeders  and  branches  to  the  main  lines,  but  under  it  an 
effort  has  been  made,  through  charters  procured  from  contiguous  depart- 
ments, to  form  continuous  and  competing  lines.  Neither  the  govern- 
ment nor  the  companies  regard  this  movement  with  favor.  The  com- 
panies insist  that  it  is  in  violation  of  the  spirit  of  the  law  of  1865,  by 
which  they  claim  only  local  or  branch  lines  were  to  be  constructed,  and 
the  government,  looking  to  the  interests  of  its  guaranteed  lines,  has  not 
been  disposed  to  assent  to  new  projects  which  might  become  competi- 
tors. The  result  is  that  only  about  one  hundred  and  fifty  miles  have 
been  constructed  under  the  law.  It  is  very  apparent,  therefore,  that 
competition  among  railways  is  unknown  in  France.  The  principle  upon 
which  they  have  been  constructed,  and  the  policy  of  the  government  on 
the  subject,  alike  preclude  it.  Canals  and  rivers  afford  the  only  actual 
competition  ever  known  in  the  country.  But  even  this  has  been  dis- 
couraged, and  in  some  cases  the  railways  have  been  authorized  to  pur- 
chase the  canals  for  the  express  and  avowed  purpose  of  suppressing 
competition. 

1'russia. 

The  Prussian  Government  has  freely  contributed  to  aid  the  construc- 
tion of  railways.  Almost  every  form  of  financial  partnership  with  the 
companies  has  obtained,  guarantees  of  interest  on  stock  and  bonds  have 
been  freely  given,  and  subsidies  have  been  liberally  granted.  In  some 
cases  the  state  is  a  stockholder  in  the  companies,  and  in  others  the 
owner  and  operator  of  the  roads.  In  1870  the  state  owned  nine  lines, 
and  worked  three  others  belonging  to  private  parties,  aggregating  3,264 
English  miles,  against  twenty-four  lines  owned  and  operated  by  private 
companies  and  aggregating  3,595  English  miles. 

The  original  policy  of  the  state  was  adverse  to  competition,  possibly 
on  account  of  an  interest  in  the  roads  as  just  stated.  Section  41  of  the 
Prussian  railway  act  expressly  prohibited  competing  lines,  as  follows: 

"  Xo  second  railroad  running  in  the  same  direction  as  the  first  one,  and 
touching  the  same  principal  points,  shall  be  allowed  to  be  constructed  by 
undertakers,  other  than  the  undertakers  of  the  first  railway,  within  a 
space  of  thirty  years  from  the  opening  of  such  railway,  provided  that 
improvements  of  the  communication  between  these  points,  and  in  the 
same  direction  by  other  means,  shall  not  be  interfered  with  hereby." 

This  act  proved  a  great  impediment  to  railway  development,  and  from 
time  to  time  arrangements  were  made  with  the  companies  entitled  to 
the  benefit  of  it,  so  that  at  present,  notwithstanding  the  early  renuncia- 
tion of  the  principle  of  competition,  there  are  several  lines  opened  be- 
tween competing  points.    Article  41  of  the  constitution  of  the  empire 


TRANSPORTATION   TO    THE    SEABOARD.  Ill 

repeals  the  act  interdicting  the  construction  of  parallel  or  competing 
roads. 

The  policy  of  the  government  has  been  changed,  but  the  natural  laws 
which  govern  railway  competition  have  not.  Since  the  state  has  per- 
mitted the  construction  of  competing  lines  the  companies  have  taken 
the  matter  into  their  own  hands,  and  by  agreements  as  to  rates  have 
substantially  destroyed  competition.  It  matters  but  little  what  may  be 
the  policy  of  government  on  this  subject,  the  policy  and  practices  of 
railway  corporations,  being  governed  by  self-interest,  are  always  and 
everywhere  the  same.  They  are  necessarily,  from  the  very  laws  of  their 
being,  monopolies,  and  if  left  to  the  regulation  of  those  laws  will  always 
remain  so. 

Belgium. 

The  railway  policy  of  Belgium  differs  in  several  important  particulars 
from  that  of  any  other  country,  and,  as  we  shall  hereafter  see,  its  results 
in  affording  cheap  transportation  are  exceptionally  satisfactory.  Rail- 
way development  began  in  1833,  shortly  after  the  Belgian  revolution, 
when,  on  account  of  the  general  financial  prostration,  private  enterprise 
was  unable  to  undertake  railway  construction,  and  hence  the  govern- 
ment assumed  the  task.  Having  occupied  the  most  important  and  re- 
munerative lines  through  the  central  portions  of  the  country,  the  state 
suspended  for  a  time  the  active  work  of  construction,  and  permitted  pri- 
ATate  companies  to  continue  it  by  building  branch  lines  and  extensions. 
The  success  of  railway  enterprises  in  England  and  elsewhere  stimulated 
the  independent  companies,  and  in  1850  about  three  hundred  and  forty 
miles  were  owned  and  operated  by  the  state,  and  one  hundred  and  ninety 
miles  by  the  companies.  During  the  succeeding  ten  years  the  mileage 
owned  by  private  corporations  gained  rapidly  on  the  state  lines,  so  that 
in  1860  there  were  of  the  former  seven  hundred  and  twenty-six  miles,  and 
of  the  latter  three  hundred  and  forty-five  miles.  In  granting  these  con- 
cessions the  state  pursued  the  opposite  policy  from  that  which  always 
prevailed  in  France,  and  which  obtained  at  the  commencement  of  the 
system  in  Prussia.  Railways  seem  to  have  been  regarded  from  the  first 
as  the  servants  of  the  public,  and  the  principle  of  competition  was  ex- 
pressly recognized  and  rigidly  enforced  through  the  practical  working 
of  the  state  lines  by  the  government. 

The  plan  of  districting  was  never  adopted.  The  right  of  the  govern- 
ment to  construct  branch  lines  connecting  with  those  of  the  companies, 
and  to  authorize  the  construction  of  competing  lines,  was  expressly  re- 
served in  the  concessions.  This  reserved  right  was  freely  exercised  by 
the  government,  and  competing  lines  were  liberally  granted.  With  one 
exception  the  concessions  were  for  short  and  separate  roads.  In  1800 
the  average  length  of  lines,  worked  by  twenty-one  companies,  was  only 
about  forty-three  miles  each.  About  that  time  the  results  of  these 
numerous  concessions  became  apparent.  The  small  and  detached  com- 
panies consolidated  their  strength,  formed  through  trunk-lines,  and 


112  TRANSPORTATION  TO  THE  SEABOARD. 

having  thus  become  powerful  associations,  boldly  challenged  competition 
with  the  government  itself.  For  a  time  the  state,  backed  by  the  public 
treasury,  worked  its  roads  at  a  heavy  loss.  The  money  with  which  the 
state  roads  were  built  was  borrowed,  under  an  arrangement  for  its 
gradual  redemption  by  periodical  payments  from  their  net  revenue,  and 
until  they  became  profitable  the  funds  necessary  for  the  redemption  of 
the  debt  were  advanced  by  the  treasury.  And  for  the  years  in  which 
the  expenditures  exceeded  the  receipts,  the  amount  was  added  to  the 
losses,  and  carried  forward  as  a  charge  against  the  railways. 

It  will  be  seen  that  in  Belgium,  as  elsewhere,  the  increase  of  private 
lines,  which  for  the  time  stimulated  competition,  in  the  end  led  to  com- 
bination among  themselves  for  self-protection.  The  subsequent  history 
of  railways  in  that  country  furnishes  a  most  remarkable  illustration  of 
the  fact  that  competition  between  railways  ends  in  combination.  After 
the  consolidation  of  the  small  companies,  competition  between  them- 
selves and  the  government  became  very  sharp.  The  state  acted  as  the 
richest  and  most  powerful  company,  against  private  companies  who  were 
not  much  its  inferiors  in  power,  and  who  were  dealing  on  equal  terms 
with  it. 

"  One  effect  of  this,''  says  Mr.  W.  E.  Malcolm  in  a  paper  submitted  to 
the  parliamentary  committee,  "was  that  when  the  government  was 
pressed  by  the  competition  of  its  rivals,  its  first  resource  was  to  seek  for 
traffic  as  they  did.  It  began  to  work  upon  commercial  principles.  It 
made  special  contracts  and  special  tariffs  in  order  to  get  business  on  its 
lines,  and  it  ran  a  severe  competition  between  the  most  profitable 
sources  of  traffic;  the  result  of  which  was  in  some  cases  at  least  an  agree- 
ment with  its  adversary  and  a  joint-purse  arran(/ement.v* 

It  is  stated  iu  the  same  able  paper  that  this  period  is  now  passed,  and 
the  question  of  competition,  both  in  the  matter  of  tariff's  and  of  routes,, 
has  been  pretty  well  settled.  Rates  are  now  mutually  agreed  upon  be- 
tween the  companies  themselves  and  between  themselves  and  the  state. 
and  in  one  case  it  was  arranged  between  a  private  company  and  a  com- 
peting state  line,  that  by  whichever  route  the  traffic  went,  the  line  that 
carried  it  should  take  a  certain  percentage  of  the  gross  receipts  and  pay 
over  the  balance  to  the  other. 

Though  the  results  of  state  management  have  proved  satisfactory  to 
the  public  in  securing  cheap  rates  and  efficient  service,  it  is  clear  that 
there  is  no  longer  actual  and  efficient  competition  even  between  the 
state  and  private  railways. 

Great  Britain. 

The  history  of  parliamentary  action  and  inquiry  in  Great  Britain 
shows  that  the  predominant  idea  in  the  minds  of  English  statesmen  has 
always  been,  that  competition  which  is  so  powerful  a  regulator  in 

*  Paper  of  W.  R.  Malcolm,  submitted  to  the  joint  committee  of  the  British  Parlia- 
ment on  railway  amalgamation. 


TRANSPORTATION  TO  THE  SEABOARD.  113 

most  commercial  affairs,  would  also  suffice  to  regulate  railways;  while 
by  a  slow  and  gradual  process  of  experiment,  one  form  after  another 
has  proved  to  be  inadequate.*  It  was  at  first  supposed  that  railways, 
like  canal  companies,  would  be  merely  the  owners  of  the  way,  receiving 
tolls  for  the  use  of  it,  and  that  among  the  carriers  using  their  own  car- 
riages and  locomotives  on  the  lines  there  would  be  ample  room  for  com- 
petition. The  companies  were  therefore  bound  by  their  acts  to  admit 
the  cars  and  engines  of  other  persons  on  their  lines  at  a  certain  rate  of 
toll,  and  in  many  cases  they  were  limited,  if  acting  as  carriers  them- 
selves, to  certain  maximum  rates  specified  in  their  acts.  But  in  1840  a 
committee  of  Parliament,  which  included  among  its  members  Sir  R. 
Peel,  reported  in  the  strongest  terms  that  this  form  of  competition  was 
both  "impracticable  and  undesirable,"  and  that  monopoly  upon  the 
same  line,  at  all  events  as  regards  passengers,  was  inevitable.  And  as 
the  railway  companies  were  not  bound  to  furnish  any  accommodation 
except  the  right  of  way,  and  as  a  single  management  was  necessary, 
that  kind  of  competition  never  went  into  effect. 

In  1814  the  great  development  of  railway  speculation  brought  promi- 
nently into  view  another  form  of  competition,  which  was  at  first  hardly 
contemplated,  viz,  between  different  railway  companies.  Another 
strong  committee,  of  which  Mr.  Gladstone  was  chairman,  was  appointed 
to  consider  the  whole  subject.  Their  second  report  contemplates  com- 
petition both  between  existing  and  future  railways,  and  recommends  the 
appointment  of  private  bill  committees  to  consider  competing  schemes. 

The  favor  shown  by  Parliament  to  competing  enterprises  stimulated 
a  large  number  of  speculative  schemes,  causing  what  was  known  as  the 
railway  mania,  which  culminated  disastrously  about  the  year  1847.  The 
reaction  caused  many  schemes  to  be  abandoned,  and  disclosed  results 
exactly  the  opposite  of  what  had  been  anticipated.  Instead  of  cheap- 
ening rates  and  preventing  combinations,  the  over- competit ion  of  the 
numerous  companies  caused  them  to  seek  self-protection  by  means  of 
combination,  and  brought  about  a  rapid  consolidation  of  competing 
lines.  Thus  the  very  means  by  which  the  committee  of  that  year  and 
the  Parliament  sought  to  insure  competition  had  the  effect  to  defeat 
their  object  and  greatly  to  accelerate  the  progess  of  amalgamation.  In 
their  third  report  the  same  committee  express  the  opinion  that,  "  though 
the  effect  of  monopoly  both  on  the  public  directly  and  indirectly  on  the 
railway  companies  was  to  be  dreaded  and  guarded  against,  yet  that  com- 
petition would  do  more  harm  to  the  railways  than  good  to  the  public." 

In  1844  a  board  was  constituted,  under  and  within  the  Board  of  Trade, 
the  chief  duty  of  which  was  to  report  upon  new  railway  schemes  and 
bills,  with  especial  reference  to  the  questions  of  extension,  amalgama- 
tion, and  competition. 

*Iu  preparing  this  review  of  competition  and  combination  in  England,  the  commit- 
tee has  consulted  the  recent  report  of  the  select  committee  on  railway  amalgamation, 
and,  wherever  practicable,  has  adopted  the  language  of  that  report. 

S.  Eep.  307 8 


114  TRANSPORTATION  TO  THE  SEABOARD. 

Other  Parliamentary  committees  were  appointed  in  1846,  1853.  and 
1865,  all  of  whom  gave  special  attention  to  the  matter  of  competition, 
and  presented  elaborate  reports  deprecating  the  progress  of  amalgama- 
tion, and  recommended  measures  for  its  prevention,  and  for  the  regula- 
tion and  reduction  of  charges. 

Lastly,  in  1872,  a  joint  select  committee  of  the  House  of  Lords  and 
the  House  of  Commons  was  appointed,  and  specially  charged  to  inquire 
concerning  railway  amalgamations.  That  committee  after  an  investiga- 
tion covering  nearly  a  thousand  pages  of  evidence,  and  a  thorough  re- 
view of  the  struggle  against  combination  extending  through  forty  years, 
admit  that  the  general  recommendations  and  resolutions  of  committees, 
commissions,  and  government  departments,  have  had  little  influence 
upon  the  action  of  private-bill  committees,  and  have  not  staid  the  prog- 
ress of  union  and  amalgamation  ;  "and  while  committees  and  commis- 
sions carefully  chosen  have,  for  the  last  thirty  years,  clung  to  one  form 
of  competition  after  another,  it  has,  nevertheless,  become  more  and  more 
evident  that  competition  must  fail  to  do  for  railways  what  it  does  for 
ordinary  trade;  and  that  no  means  have  yet  been  devised  by  which 
competition  can  be  permanently  maintained.1'  And  that  "  in  spite  of 
the  recommendations  of  these  authorities,  combination  and  amalgama- 
tion have  proceeded  at  the  instance  of  the  companies,  without  check 
and  almost  without  regulation."  "Nor  is  there  any  reason  to  suppose 
that  the  progress  of  combination  lias  ceased,  or  that  it  will  cease,  until 
Great  Britain  is  divided  between  a  small  number  of  great  companies." 

They  further  say,  that  on  different  occasions  there  has  been  effectual 
competition  between  railway  companies  in  the  matter  of  charges,  and  it 
js  probable  that  charges  now  made  still  hear  the  traces  of  that  compe- 
tition, "but  it  may  betaken  as  a  general  rule  that  there  is  now  no  active 
competition  between  different  railways  in  the  matter  of  rates  and  fares. 
Wherever  different  compauies  run  between  the  same  places  they  arrange 
their  prices.''  *  *  "And  if  anew  railway  should  ever  be  started  with 
the  promise  of  lower  rates,  it  is  sure,  after  a  short  time,  to  arrange  with 
its  original  rivals  a  system  of  equal  charges.11 

They  close  their  review  of  the  whole  subject  of  competition  with  an 
expression  of  opinion  that  the  only  real  and  effective  competition  is  be- 
tween railways  and  water-transport,  and  recommend  that  the  harbors 
should  be  kept  out  of  the  hands  of  the  railway  companies,  and  that 
every  effort  be  made  to  keep  up  and  develop  the  system  of  inland  water- 
navigation. 

This,  it  must  be  admitted,  is  a  melancholy  tone  with  which  to  close 
the  history  of  a  forty  years'  struggle  between  a  Parliament  of  unlimited 
powers  and  the  forces  of  self-interest  working  out  their  results  through 
combination.  The  actual  effects  of  railway  competition,  even  while  it 
existed,  and  the  greater  combinations  and  more  powerful  monopolies 
which  it  ultimately  induced,  have  disheartened  those  who  regarded  com- 
petition as  the  panacea  for  railway  abuses,  and  it  is  said  that  the  present 


TRANSPORTATION    TO    THE    SEABOARD.  115 

tendency  of  the  public  is  toward  state  ownership  as  the  only  effectual 
remedy. 

We  have  thus  passed  hastily  in  review  the  railway  systems  of  Trance, 
Prussia,  Belgium,  and  England,  in  order  to  see  to  what  extent  compe- 
tition prevails,  and  we  find  that  however  diverse  the  principles  under 
which  they  have  grown  up,  or  the  government  regulations  which  have 
been  imposed,  actual  and  permanent  competition  between  railways  in 
the  matter  of  rates  and  charges  does  not  exist.  In  France  it  is,  of 
course,  impossible.  In  Prussia  it  is  defeated  by  agreement  among  the 
companies.  In  Belgium,  though  the  influence  of  former  competition 
between  the  state  and  the  companies  is  still  shown  in  rates  much  lower 
than  in  any  other  country,  yet  the  state  has  been  compelled  to  make  an 
agreement  as  to  charges  with  the  companies,  and  in  some  cases  has 
even  adopted  the  most  objectionable  form  of  combination,  viz,  "a  joint 
purse,"  or  pooling  of  earnings.  In  England,  Parliament,  with  unlimited 
powers,  having  struggled  in  vain  for  forty  years  against  amalgamation, 
has  ceased  to  look  for  relief  through  competition. 

COMPETITION    IN   THE   UNITED   STATES. 

Let  us  now  inquire  to  what  extent  railway  competition  exists  in  our 
own  country,  and  how  far  its  permanence  may  be  relied  upon  to  regu- 
late and  cheapen  transportation. 

The  theory  here  has  always  been,  as  in  England,  that  the  transpor- 
tation business,  like  other  commercial  affairs,  would  regulate  itself  on 
the  principle  of  competition.  On  this  theory  our  railroad  system  has 
attained  its  present  gigantic  proportions.  Believing  that  additional 
lines  would  create  and  stimulate  competition,  and  thereby  reduce  rates, 
towns,  cities,  counties,  and  States  have  made  haste  to  burden  them- 
selves with  debt  in  order  to  secure  the  coveted  boon.  The  general 
government  having  never  interfered,  and,  until  recently,  the  States 
having  made  but  little  effort  to  control  or  direct  it,  the  system  has  de  - 
veloped  itself  under  the  influence  of  the  natural  laws  which  govern 
that  kind  of  business.  Hence  the  tendencies  and  results  evolved  by 
the  operation  of  those  laws,  if  carefully  studied  by  the  light  of  the 
experience  of  other  countries,  will  enable  us  to  form  an  opinion  as  to 
what  may  be  anticipated  from  railway  competition  in  the  future  if  left  to 
regulate  itself  by  the  ordinary  laws  of  trade.  That  there  is  effective  com- 
petition in  the  matter  of  charges  at  many  points  cannot  be  doubted,  but 
that  the  same  natural  laws  which  have  destroyed  it  in  other  countries 
are  vigorously  at  work  here,  and  will  ultimately  produce  the  same  re- 
sults, is  also  obvious.  The  history  of  railway  combination  in  Europe, 
and  especially  in  Great  Britain,  discloses  the  fact  that  during  the  period 
of  development,  and  while  each  corporation  was  struggling  to  appro- 
priate to  its  exclusive  control  as  large  a  district  of  country  as  possible, 
competition  was  very  sharp.  When,  by  the  consolidation  of  separate 
links,  through  trunk-lines  were  formed  between  the  principal  centers  of 
population  and  trade,  competition  at  once  sprung  up  between  those 


116  TRANSPORTATION    TO    THE    SEABOARD. 

points.  But  self-interest  very  soon  suggested  to  the  competing  com- 
panies that  as  the  traffic  must  be  divided,  it  was  desirable  to  divide  its 
profits  between  themselves  rather  thau  with  the  public.  The  result  was 
an  agreement  as  to  rates  and  an  end  of  competition.  Having  become 
strong  and  rich,  the  trunk-lines  began  the  work  of  extending  their  power 
by  the  construction  of  branches  and  the  absorption  of  weaker  lines  ex. 
tending  into  the  adjacent  districts.  Then  followed  a  great  struggle  for 
territorial  dominion,  during  which  sharp  and  active  competition  reap- 
peared at  numerous  points  in  the  cou tested  districts.  Its  duration  and 
vigor  were  measured  chiefly  by  the  relative  strength  of  the  giants  con- 
tending for  the  prize,  but  the  ultimate  result  was  seldom  long  delayed 
and  never  doubtful.  By  purchase,' lease,  arrangement  of  rates,  or  some 
other  of  the  numerous  forms  of  combination  and  consolidation,  one 
point  after  another  disappeared  from  the  competing  list,  and  finally  the 
disputed  territory  passed  under  the  exclusive  control  of  one  of  the  con- 
testants. 

The  same  motives  and  influences  which  operated  in  Great  Britain  are 
rapidly  producing  similar  results  in  this  country.  The  existing  compe- 
tition, whatever  may  be  its  extent  and  value,  is  gradually  disappearing 
from  the  trunk-lines,  and  is  found  mainly  at  points  in  the  outlying  dis- 
tricts from  which  these  roads  draw  their  support.  The  contest  between 
the  great  companies  for  territorial  dominion  is  still  progressing  in  our 
country,  and  the  struggle  for  control  of  the  trade  at  some  of  the  com- 
mon termini  and  points  of  intersection  of  branch  lines  and  feeders 
owned  and  operated  by  them,  is  apparent  in  the  reduced  charges  which 
prevail  at  those  places,  the  number  of  such  competing  points  is,  how- 
ever, constantly  diminishing,  as  each  of  the  great  corporations  absorbs, 
one  after  another,  the  inferior  lines  which  have  served  as  allies  to  its 
rival.  Thus  every  additional  absorption  defines  with  constantly  increas- 
ing precision  the  boundaries  of  the  territory  which  is  certainly  and  rap- 
idly passing  under  its  exclusive  domination.  The  wide  extent  of  our 
country,  and  the  colossal  proportions  of  our  railway  system  (equaling 
one-half  of  the  railway  mileage  of  the  globe),  require  a  longer  time  for 
complete  development  than  in  some  of  the  states  of  Europe,  and  hence 
the  influences  which  induce  competition  will  extend  through  a  longer 
period,  but  the  ultimate  result  will  probably  be  the  same.  And  when 
the  natural  tendencies  of  corporate  power  working  through  railway  or- 
ganization shall  have  wrought  out  their  inevitable  conclusions,  the 
magnitude  of  our  combinations  will  probably  be  in  proportion  to  the 
extent  of  the  field  in  which  they  operate. 

In  illustration  of  the  statement  that  competition  has  already  sub- 
stantially disappeared  from  the  main  trunk-lines,  take  those  which 
center  in  Chicago  from  the  east — the  Pennsylvania  line,  running  to 
New  York  and  Philadelphia;  the  Lake  Shore  and  Michigan  Southern, 
running  in  connection  with  the  Erie  and  New  York  Central;  and  the 
Michigan  Central  Railway,  in  connection  with  the  last  two,  and  also  the 


TRANSPORTATION    TO    THE    SEABOARD.  117 

Grand  Trunk.  These  lines  all  have  agents  at  Chicago  who  meet  together 
and  agree  on  prices  for  east-bound  freight;  and  the  prices  established 
by  such  agreement  bind  the  eastern  roads.  Mr.  Homer  E.  Sargent, 
general  superintendent  of  the  Michigan  Central  line,  when  asked  upon 
what  principle  their  rates  are  fixed,  answered,  "The  rates  from  there 
east-bound  are  fixed  somewhat  according  to  the  demand  for  transporta- 
tion. The  western  men  generally  meet  together  and  agree  upon  prices. 
The  managers  of  the  eastern  roads  meet  together  at  New  York  and 
arrange  matters." 

Mr.  C.  M.  Gray,  assistant  general  freight  agent  of  the  Lake  Shore  and 
Michigan  Southern  Line,  said,  "  We  meet  together,  and  if  we  deem  it 
proper  to  advance,  we  do  so,  and  the  same  is  usual  in  the  way  of  reduction. 
We  are  governed  by  the  quantity  moving  and  the  price  of  freight  on  the 
lake.  The  lake  craft  take  the  lead  in  reducing  rates,  and  they  also 
have  a  very  decided  influence  in  the  advance  of  rates  when  it  comes  to- 
ward winter.  If  they  are  carrying  very  high,  so  that  it  comes  near  to 
the  railway,  we  immediately  advance  a  little,  and  keep  a  little  above 
them  all  the  time."     (Evidence,  page  278.) 

Mr.  E.  D.  Worcester,  secretary  of  ISTew  York  Central  Railroad;  testi- 
fied that  in  fixing  rates,  "the  only  question  is  what  will  the  property  bear, 
keeping  always  in  view  the  future  development  of  the  business,  and  the 
elements  of  public  prosperity  involved  in  such  development."  (Evi- 
dence, page  133.) 

Mr.  Joseph  D.  Potts,  president  of  the  Empire  Transportation  Company, 
says,  "The  method  of  fixing  the  rates  is  about  this:  The  various  freight 
representatives  of  the  different  roads  going  eastward  from  Chicago 
usually  fix  unitedly  upon  the  rates  which  are  to  govern  all  shipments 
out  of  Chicago  by  each  of  the  lines,  their  own  roads  and  the  lines  run- 
ning over  them."     (Evidence,  page  33.) 

Mr.  Hayes,  general  manager  of  Blue  Line,  testified,  "  That  the  rates 
eastward  are  made  by  the  general  freight  agents  of  western  roads  cen- 
tering in  Chicago.  They  get  together  and  find  what  the  water-communica- 
tions are  doing,  their  rates,  dr.,  and  base  their  rates  upon  that  as  a  com- 
peting rate."     (Evidence,  page  7.) 

The  tariffs  on  all  freights  moving  eastward  over  these  lines  are  thus 
fixed  by  agreement  between  the  western  agents;  and  the  charges  on 
westward-bound  freight  by  agents  with  like  powers  at  the  eastern  ter- 
mini. It  is  obvious  from  these  statements,  that  there  is  no  competition 
between  these  lines  in  the  matter  of  charges,  and  that  the  principle  upon 
which  they  are  adjusted  is  not  what  are  the  services  worth,  but  hoto 
much  will  the  article  bear,  and  what  is  the  extent  of  water  competition  f  This 
combination  for  the  establishment  of  charges  does  not  formally  include 
the  Baltimore  and  Ohio  line.  Mr.  Homer  E.  Sargent  testified  that  he 
did  not  know  whether  the  agents  of  that  line  were  always  present  at 
the  meetings,  "but  they  adopt  the  same  prices  that  the  other  roads 
make;"  and  that  any  road  that  should  reduce  fares  without  consulting 
with  the  other  agents  would  be  regarded  as  ' cutting.'"     (Evidence,  page 


118  TRANSPORTATION    TO    THE    SEABOARD. 

274.)  "  Cutting  "  is  considered  dishonorable  among  railway  men,  and  at 
once  gives  rise  to  what  are  well  known  as  "railway  fights,"  which  tem- 
porarily reduce  charges  below  a  paying  rate  at  points  of  competition, 
accompanied  generally  by  an  increase  at  the  non-competing  points,  and 
when  the  "war"  is  over,  by  enhanced  rates  on  the  entire  line  in  order 
to  make  good  the  losses. 

The  two  great  companies  which  largely  control  the  traffic  of  Wiscon- 
sin and  Minnesota — the  Chicago  and  Northwestern,  and  the  Milwaukee 
and  Saint  Paul — afford  another  illustration  of  the  value  and  extent  of 
railway  competition  when  regulated  by  its  own  laws.  Towns  and  cities 
favored  with  a  line  belonging  to,  or  controlled  by,  one  of  these  compa- 
nies eagerly  contributed  to  aid  in  the  construction  of  a  second,  which 
should  be  in  the  interest  of  the  other  company.  For  several  years, 
while  those  great  corporations  have  been  extending  their  branches  and 
absorbing  weaker  lines,  competition  has  at  times  been  active  at  certain 
places,  but  the  territory  which  each  can  hope  to  control  being  now  pretty 
well  defined,  an  agreement  as  to  rates  has  been  made,  and  the  people 
are  alarmed  by  rumors,  but  too  well  founded,  of  a  contemplated  arrange- 
ment for  pooling  receipts.  Thus  the  people  of  the  great  wheat-growing 
region  of  the  continent,  after  having  hoped  and  struggled  for  years  for 
reduced  rates  through  competition,  and  after  having  in  many  cases  im- 
posed upon  themselves  grievous  burdens  of  taxation  for  that  purpose, 
now  find  that  instead  of  bringing  into  the  field  a  competitor,  they  have 
not  only  doubled  the  power  with  which  they  have  to  contend,  but  that 
they  have  quartered  upon  themselves  a  new  and  expensive  organization 
which  must  be  supported  from  the  products  of  their  toil. 

Very  suggestive  illustrations  of  the  progress  of  combination  and  cen- 
tralization of  power  are  readily  found  in  the  history  of  the  great  trunk- 
lines  having  their  base  at  Boston,  New  York,  Philadelphia,  and  Balti- 
more. But  a  quarter  of  a  century  ago  there  was  no  connection  by  rail 
between  the  great  lakes  and  any  of  the  eastern  cities,  or  between  Bos- 
ton and  New  York.  When  subsequently  the  connection  was  formed 
between  Albany  and  Buffalo  it  was  composed  of  ten  distinct  links, 
each  owned  by  a  separate  company.  In  1850  the  Pennsylvania  Com- 
pany was  endeavoring  to  find  its  way  over  the  mountains,  which,  by 
means  of  an  inclined  plane  and  stationary  engine,  it  accomplished  in 
1851.  In  1853  the  Baltimore  and  Ohio  united  the  Chesapeake  Bay 
with  the  Ohio  River.  In  1850  there  were  but  ten  miles  of  road  west- 
ward from  Chicago,  and  three  years  thereafter  that  city  was  first  con- 
nected by  rail  with  the  Atlantic  Ocean.  At  that  time  not  more  than 
one  company  in  the  United  States  owned  over  two  hundred  continuous 
miles  of  road,  and  but  few  had  half  that  number.  Consolidations  pro- 
ceeded slowly,  until  about  ten  years  ago,  when  a  spirit  of  railway  ag- 
grandizement took  possession  of  the  stronger  companies,  since  which 
the  work  of  centralization  and  absorption  has  progressed  without  a 
parallel  in  the  railway  history  of  the  world. 


TRANSPORTATION    TO    THE    SEABOARD.  119 

But  it  is  not  our  purpose  to  multiply  illustrations  of  this  subject. 
The  same  forces  which  have  produced  the  colossal  combinations  now 
in  existence  are  still  at  work  everywhere,  and  in  our  opinion  will  not 
cease  to  operate,  if  uncontrolled  by  legislative  power,  until  railway  com- 
petition shall  have  substantially  disappeared  from  the  country. 

Combination  assumes  various  forms,  which,  commencing  with  the 
simplest  and  most  common,  may  be  described  as  follows,  viz  : 

1.  An  agreement  as  to  rates  and  fares  between  competing  points. 

2.  An  arrangement  to  forward  traffic  over  one  another's  lines,  each 
company  receiving  all  the  profits  earned  on  its  own  line. 

3.  An  arrangement  which  permits  each  company  to  run  its  cars  over 
the  line  of  the  other,  the  profits  being  divided  in  certain  fixed  propo 
tions. 

4.  An  agreement  to  "pool  earniugs,"  or,  as  it  is  called  in  England, 
"joint-purse,"  by  which  it  is  agreed  that  by  whichever  route  the  trait, 
goes,  the  line  that  carries  it  shall  retain  a  certain  proportion  of  the 
gross  receipts,  and  pay  over  the  balance  to  the  other. 

5.  Lease  of  one  road  by  another,  under  which  a  certain  fixed  sum  is 
annually  paid  by  the  lessee,  or  an  annual  interest  on  the  stock  of  the 
leased  road. 

G.  A  form  of  combination  very  similar  to  the  last  is  where  one  com- 
pany agrees  to  operate  and  maintain  the  line  of  another,  paying  over  i 
certain  proportion  of  the  earnings. 

7.  Consolidation,  as  where  one  company  purchases  the  stock  of  an- 
other, or  where  each  road  is  valued  and  stock  issued,  and  divided  in 
proportion  to  the  respective  values  of  each. 

A  new  form  of  combination,  recently  introduced,  threatens  to  greatly 
accelerate  the  work  of  combination.  We  refer  to  the  "  fast  freight- 
lines,"  the  nature  and  advantages  of  which  are  discussed  elsewhere  in 
this  report.  At  present  we  have  to  do  only  with  their  influence  in 
bringing  about  a  general  combination  of  railway  interests,  and  in 
placing  under  the  control  of  a  very  few  individuals  the  immense  traffic 
of  the  country. 

These  lines  are  formed  by  each  road  contributing  its  pro  rata  of  cars, 
and  hence,  as  there  is  necessarily  a  unity  of  interest,  it  is  not  likely 
that  their  harmony  will  be  disturbed  by  competition.  The  number  of 
cars  owned  by  the  fast  freight-lines,  running  in  connection  with  the 
Xew  York  Central,  is  as  follows : 

Cars. 

Blue  Line 3,287 

White  Line.. 3,247 

Bed  Line 3, 489 

Merchants'  Dispatch 1 ,  500 

International  Line 1,  000 

Total........ 12,523 

(Evidence,  p.  131.) 


120  TRANSPORTATION  TO  THE  SEABOARD. 

Each  of  these  linos  occupies  a  different  district  of  country,  and  lias 
its  own  alliances  with  the  roads  which  furnish  their  quota  of  cars.  The 
Blue  Line  combination  includes  twenty  different  roads,  though  its  cars 
run  over  a  much  greater  number.* 

Iu  the  month  of  November,  1872,  the  Blue  Line  ran  its  cars  over  one 
hundred  and  twenty-four  different  roads. 

If  the  combinations  of  each  of  the  other  lines  include  an  equal  num- 
ber in  proportion  to  the  number  of  its  ears,  we  may  assume  that  the 
unity  of  interests  thus  affected  extends  to  more  than  one  hundred 
roads.  Now,  it  we  remember  that  the  New  York  Central  owns  about 
one-third  of  all  the  cars  run  by  each  of  these  fast  freight-lines,  we  may 
form  some  conception  of  the  power  wielded  by  that  company  over  the 
transportation  interests  of  the  country:  and  also  of  the  irresistible  in- 
fluence these  organizations  may  exert  in  suppressing  troublesome  com- 
petition in  the  vast  districts  through  which  they  operate. 

Fast  freight-line  organizations  similar  in  character  and  magnitude, 
connected  with  the  Pennsylvania  and  other  trunk-roads  at  the  North, 
are  extending  their  ramifications  into  all  parts  of  the  country,  and  rap- 
idly bringing-  the  vast  districts  in  which  they  work  under  the  harmoniz- 
ing influence  of  the  systems  which  they  respectively  represent.  In  the 
South  there  are  several  of  these  organizations,  of  which  the  "Green  Line"' 
is  the  chief,  and  which  substantially  controls  the  interstate  traffic  of 
Tennessee,  Georgia,  South  Carolina,  North  Carolina,  Florida,  and  Ala- 
bama, aud  also  a  large  part  of  the  freights  which  reach  those  States 
from  the  West  and  North.  This  combination,  known  as  the  Green  Line. 
includes  in  its  organization  twenty-one  different  roads,  with  an  aggre- 
gate of  3,330  miles.     (Evidence,  p.  7  70  J 

Mr.  Thomas  E.  Walker,  general  claim  agent  of  the  line,  says,  "The 
Green  Line  is  nor  a  corporation,  but  a  combination  of  roads."  The  prin- 
ciple on  which  the  combination  is  formed  he  states  as  follows:  "These 
roads  meet  in  convention,  and  agree  to  furnish  a  quota  of  ears,  which  is 
based  on  the  amount  of  revenue  derived  from  the  business  over  each 
road.  The  calculation  is  based  upon  that,  and  each  road  furnishes  a 
quota  of  cars.  They  agree  to  pay  so  much  mileage  per  mile  or  per  car 
for  these  cars."       Evidence,  p.  780.) 

There  is  but  slight  probability  that  these  twenty-one  roads,  covering 
so  large  a  portion  of  the  South,  bound  together  by  this  common  inter- 
est, and  meeting  in  council  to  arrange  the  details  of  their  organization, 
will  enter  very  earnestly  into  competition  with  each  other  in  their  re- 
spective localities. 

Lt  is  true  the  line  itself  has  some  competition  with  other  lines  at  the 
South,  and  somewhat  effective  competitors  with  the  Chesapeake  and 
Ohio,  aud  the  Baltimore  and  Ohio  railroads  to  certain  points  on  or  near 
the  Atlantic  coast. 

The  rates  to  Charleston,  Savannah,  and  other  places  easily  reached  by 


See  testimony  of  Mr.  Hayes,  genera]  manager  of  Blue  Lino.    (Evidence,  pp.  1  to  ?•„'. ) 


TRANSPORTATION  TO  THE  SEAHOARD.  121 

water,  are  fixed  at  Cincinnati,  Saint  Louis,  &c.,  in  competition  with  the 

two  last  named  roads,  and  arc  much  lower  than  the  rates  from  Xash- 
ville,  where  do  Bueh  competition  exists.  There  is  at  present  a  contest 
between  the  Chesapeake  and  Ohio,  the  Baltimore  and  Ohio,  and  the 
"Green  Line"  organization  for  the  possession  of  a  strip  of  country  lying 
along  the  Atlantic  coast  in  North  Carolina, South  Carolina, and  Georgia, 
which  may  be  reached  by  the  sea  from  the  termini  of  the  two  former 
roads  at  Richmond  and  Baltimore.  It  seems  destined,  however,  to  be- 
come a  very  narrow  strip,  for  the  roads  of  the  Green  lane,  running  into 
the  interior  from  the  seaboard,  will, by  a  system  of  discrimination, 
make  it  to  the  interest  of  the  interior  to  receive  their  freights  over  their 
Long  lines  from  the  We8t,rather  than  over  the  shorter  distances  from 
the  sea  westward. 

A  very  large  proportion  of  the  entire  railway  mileage  of  the  country 
is  divided  between  these  different  but  by  do  means  numerous  systems 
of  freight-lines,  each  system  having  its  various  subdivisions.  Between 
the  subdivisions  there  is  entire  unity  of  interest  and  action,  but  between 
the  systems  themselves  there  is  yet  sonic  actual  competition.  The 
same  motives  which  at  first  induced  competition  on  the  main  trunk- 
lines,  and  subsequently  in  their  outlying  districts,  and  finally  destroyed 
it  in  both,  are  operating  with  fall  force  upon  the  systems  of  freight-lines, 
and  may  be  reasonably  expected  to  produce  similar  results.  So  long  as 
the  great  systems  are  contending  for  dominion,  competition  will  be  found, 
but  eventually  one  of  two  things  will  take  place,  viz:  a  well-defined 
understanding  of  the  territorial  limits  of  each,  or  a  general  agreement 
as  to  rates.  When  either  of  these  events,  toward  which  we  are  rapidly 
tending,  shall  transpire,  competition  in  the  United  States  will  have 
become  a  thing  of  the  past.  To  the  public  it  may  sometimes  comeback 
as  a  pleasant  memory,  but  to  the  railway  companies  it  will  never  return 
to  disturb  their  dreams  of  wealth  and  power. 

Additional  railway  lines  have  been  suggested  as  the  means  of  inch 
ing  competition  and  reducing  the  cost  of  transportation.  Is  it  probable 
that  relief  will  be  found  in  that  direction  if  such  lines  are  to  be  under 
corporate  control  }.  What  reason  have  we  to  suppose  that  the  same 
principles  of  combination  which  govern  existing  lines  will  not  control 
the  new  ones  .'  If,  as  already  shown,  competition  with  the  water-routes 
and  "the  highest  charge  the  commodity  will  bear"  now  rule  the  rates? 
have  we  any  guarantee  that  they  will  not  do  so  on  the  additional  lines  ' 
In  fact  every  new  line  from  the  Mississippi  to  the  Atlantic  Ocean  will 
add  from  seventy-five  to  one  hundred  millions  of  dollars  to  fix?  capital 
on  which  the  transportation  business  of  the  country  must  pay  at  least 
$5,000,000  to  87,000,000  annual  interest,  in  addition  to  the  cost  of  main- 
taining the  new  organization.  Will  not  this  afford  an  irresistible  induce- 
ment to  combine  with  existing  companies,  in  order  to  make  the  largest 
possible  profits  out  of  the  business  to  be  performed  .'  is  there  anything 
in  experience,  or  in  the  known  principles  of  railway  management,  which 


122  TRANSPORTATION    TO    THE    SEABOARD. 

teaches  us  to  hope  that  the  new  competing  line  would  not  at  once  partici- 
pate in  the  councils  of  its  rivals  and  be  governed  by  their  policy? 

The  case  mentioned  by  Mr.  Isaac  Hinckley,  president  of  the  Phila- 
delphia, Wilmington  and  Baltimore  Eailway  (appendix,  p.  219),  is  by 
no  means  exceptional.  It  is  but  an  illustration  of  the  general  rule  that 
competition  among  railways  ends  in  combination  and  in  enhanced  rates. 
Such  illustrations  might  readily  be  multiplied  to  auy  extent. 

Having  reluctantly  reached  the  conclusion  that  the  reduced  cost  of 
transportation  demanded  by  the  public  is  not  to  be  anticipated  from 
unregulated  competition  between  existing  railway  companies,  nor  in 
competition  to  be  induced  by  the  construction  of  additional  lines  under 
private  management  and  control,  the  committee  will  next  consider  the 
practicability  of  direct  Congressional  regulation  and  the  results  probably 
attainable  thereby. 

2.— DIRECT  REGULATION  BY  CONGRESS. 

The  reasons  on  which  we  base  the  opinion  that  Congress  has  the 
power  to  regulate  interstate  commerce,  when  carried  on  by  rail,  are 
stated  at  some  length  in  another  part  of  this  report.  In  this  connection 
we  have  to  do  only  with  the  practicability  and  expediency  of  its  exercise 
under  existing  circumstances,  and  with  our  present  limited  information 
on  the  suhject.  In  the  discussion  of  this  branch  of  the  subject  we  wish 
it  distinctly  understood  that  the  considerations  presented  apply  to 
federal  regulation  of  the  vast  system  of  railways  in  the  United  States, 
and  not  to  the  smaller  number  of  roads  and  less  diverse  conditions 
existing  in  a  single  State.  The  regulation  of  rates  and  fares  by  law  is 
probably  one  of  the  most  difficult  problems  ever  presented  even  to  the 
legislature  of  a  State,  but  when  extended  to  a  great  nation,  composed  of 
many  States,  having  within  their  limits  one-half  the  railway-mileage  of 
the  globe,  and  embracing  every  conceivable  variety  of  conditions  and 
circumstances,  the  problem  becomes  one  of  vastly  greater  difficulty. 

Before  considering  the  specific  modes  of  proposed  regulation,  it  may 
be  of  service  to  refer  briefly  to  the  conditions  which  affect  the  cost  of 
transport  by  rail,  all  of  which  must  be  taken  into  account  in  establishing 
any  general  rule  in  regard  to  charges. 

1st.  The  cost  of  the  road  on  which  interest  and  dividends  are  to  be 
paid. 

2d.  The  grades  and  curves.  These  conditions  determine  the  net  load 
that  can  be  drawn  by  a  locomotive  of  given  power.  The  tractive  power 
of  an  engine  being  about  one-sixth  of  its  weight  on  the  driving-wheels, 
the  load  which  a  33-ton  engine  can  haul  over  various  grades  is  about  as 
stated  in  the  following  table  : 


TRANSPORTATION    TO    THE    SEABOARD. 


123 


Grades. 

Hauling 

power. 

No. 
loaded 

of 

cars. 

On  a  level 

Tons. 

1,400 
655 
415 
300 
230 
180 

TO 

20  feet  to  the  mile -.». 

32 

40  feet  to  the  mile 

21 

60  feet  to  the  mi  le 

15 

80  feet  to  the  mile 

11 

9 

It  will  be  observed  from  the  above  table  that  the  cost  of  transport  de- 
pends largel}r,  also,  upon  the  fact  as  to  whether  the  heaviest  grades  are 
encountered  in  the  direction  of  the  principal  movement  of  tonnage  or 
the  reverse. 

The  number  of  freight-cars  which  may  be  safely  drawn  in  a  single 
train  is  also  determined  by  the  radius  of  the  curves.  On  some  roads 
of  slight  curves  forty  cars  maybe  used,  while  on  others  of  sharp  curva- 
tures it  is  unsafe  to  use  more  than  fifteen  or  twenty. 

3d.  The  character  of  the  goods  transported  constitutes  a  material  ele- 
ment in  the  cost.  Goods  in  bulk  may  generally  be  transported  cheaper 
than  in  small  packages.  Those  which  occupy  a  large  space  in  propor- 
tion to  weight  increase  the  expense.  Goods  which  require  care  in  hand- 
ling, or  which  are  perishable,  involve  a  responsibility  for  damages  which 
must  be  borne  by  the  carrier,  and  hence  his  charges  must  be  higher. 
The  greater  cost  of  perishable  goods  is  also  due  to  the  fact  that  trains 
carrying  such  goods  iu  large  quantities  are  obliged  to  be  ran  at  a  higher 
rate  of  speed.  In  this  country  there  are  four  general  classes  of  goods  in 
which  the  highest  rate  is  generally       per  cent,  higher  than  the  lowest. 

4th.  The  amount  of  business.*  There  is  a  class  of  expenditures  on 
every  road  known  as  "constant  expenditures,"  which  are  entirely  in- 
dependent of  the  number  of  trains  that  pass  over  it,  such  as  interest  on 
the  cost  of  road  and  equipment,  repair  of  road-bed,  bridges,  and  ditches, 
and  the  replacement  of  ties  and  other  wood-work.  When  distributed 
over  a  large  number  of  train-miles,  the  average  cost  per  train-mile, 
and  consequently  the  average  cost  of  transporting  one  ton  per  mile,  is 
thereby  reduced. 

Under  a  second  class  of  expenditures  may  be  comprised  all  that  are 
in  some  measure  reduced  with  the  increase  of  the  number  of  train-miles, 
but  not  in  the  same  proportion.  To  this  class  belong  the  general  ex- 
penses, superintendence,  the  cost  of  adjustment  of  track,  the  compen- 
sation of  engineers,  &c. 

The  third  class  of  expenditures  increases  in  direct  proportion  as  the 
number  of  trains  over  a  road  are  increased. 

To  this  class  belong  engines,  wages,  engine-repairs,  fuel,  &c. 


*The  data  under  this  division  are  taken  from  a  very  yaluahle  work  recently  pre- 
pared by  Albert  Fink,  civil  engineer,  of  Louisville,  Ky.,  entitled  "Cost  of  Transporta- 
tion on  American  Railroads." 


124  TRANSPORTATION    TO    THE    SEABOARD. 

On  page  32  of  the  evidence,  Mr.  Joseph  D.  Potts,  president  of  the 
Empire  Transportation  Company,  says  : 

"  I  had  occasion  to  investigate  two  roads  some  three  years  ago  and 
compare  them.  The  one  did  a  business,  I  think,  of  some  400,000,000  of 
tons  one  mile  in  a  year;  the  other  about  15,000,000,  if  I  recollect  right. 
The  difference  was  very  great. 

"  The  cost  per  ton  per  mile  on  the  road  that  did  the  large  business  was 
about  one  cent ;  on  the  route  that  did  the  small  business  it  was  about 
5-j^  cents." 

"By  Mr.  Davis: 

"  Q.  What  caused  that  difference,  if  you  examined  ? 

"A.  The  large  amount  of  fixed  expenses  and  the  small  amount  of 
tonnage  moved.  Out  of  every  hundred  tons  of  engines,  cars,  and 
freight  moved  over  the  smaller  road,  only  19  per  cent,  paid  any  money. 
I  judge,  though  I  do  not  know,  that  the  kind  of  lading  was  light  and 
bulky,  and  perhaps  in  very  small  quantities,  while  their  fixed  station 
expenses  were  probably  large.  It  was  a  road  that  ran  into  New  York. 
The  road  that  did  the  large  business — the  Philadelphia  and  Beading — 
charged  the  public,  I  think,  about  a  cent  and  three-quarters  per  ton  per 
mile  for  doing  the  work.  On  the  other  it  was  7.6  cents,  and  I  think 
the  Beading  made  much  the  most  money  on  its  capital." 

5th.  Freights  can  be  transported  at  less  expense  on  a  road  where  the 
business  is  uniform  than  where  it  is  fluctuating.  The  company  must 
provide  itself  with  sufficient  rolling-stock  and  trained  labor  to  meet  the 
maximum  demand.  If  that  demand  continues  through  only  a  small 
portion  of  the  year,  the  charges  must  be  higher  to  compensate  for  the 
losses  during  the  period  that  the  employes  and  the  stock  are  compelled 
to  remain  comparatively  idle. 

Hon.  Leland  Sandford,  president  of  the  Central  Pacific  Bailroad,  says: 

"Our  car-equipment  in  1872  comprised  3,198  cars,  flat  and  box.  Of 
this  number,  182  made  no  mileage,  leaving  3,016  cars  that  made  all  the 
movement  of  the  year.  The  actual  car-mileage  made  was  31,351,667 
miles,  equivalent  to  313,516,670  ton -mileage,  while  the  actual  ton-mile- 
age was  but  190,516,507,  or  60  per  cent,  of  the  mileage  which  the  cars 
were  compelled  to  make,  on  account  of  the  distance  of  empty  mileage 
and  irregular  distribution  of  tonnage. 

"It  must  not  be  lost  sight  of  that  this  percentage  represents  but  the 
average  performance  of  our  freight  rolling-stock,  and  that  in  order  to 
meet  the  excessive  amount  of  work  demanded  of  us  during  wheat  sea- 
sons, it  has  been  necessary  to  keep  the  entire  3,016  cars  in  commission. 

"The  actual  freight-mileage  capacity  of  these  cars,  if  steadily 
worked,  and  allowing  proper  time  for  loading  and  unloading,  is  about 
136,000,000  car-mileage,  or  1,360,000,000  ton-mileage,  while  the  actual 
ton-mileage  performed,  based  upon  the  actual  car-mileage,  being  bufr 
310,000,000,  we  have  the  rather  startling  result  of  our  actual  work  in 
car-mileage  being  but  23  per  cent,  of  the  easily  possible  car-mileage  of 
the  equipment  which  the  excessive  fluctuations  of  business  in  this  State 
forces  us  to  keep  on  hand. 

"As  this  23  per  cent,  is  still  further  reduced  by  the  fact  that,  of  the 
actual  car-mileage  made,  but  60  per  cent,  was  (on  account  of  long  dis- 
tance hauled  empty  or  imperfectly  loaded)  of  paying  ton-mileage,  we 
have,  as  a  final  result,  that  the  total  tonnage  of  our  California  system 
of  roads,  including  "throughs,"  is  but  13.8  per  cent,  of  the  capacity  of 


TRANSPORTATION  TO  THE  SEABOARD.  125 

the  stock  which  we  are  forced  to  keep  and  keep  moving-  at  different 
times  of  the  year;  in  other  words,  out  of  3,010  cars,  but  110  would  rep- 
resent the  actual  earning  ones,  did  they  have  full  loads  moving  with 
regularity." 

7th.  Climatic  influences  must  also  be  considered.  This  of  course  is  a 
variable  condition.  On  some  of  our  northern  roads  the  obstructions 
from  ice  and  snow  are  very  small  some  winters  and  very  great  in  others. 
The  losses  sustained  at  times  are  enormous.  Mr.  William  Bliss,  general 
manager  of  the  Boston  and  Albany  Bailroad,  states  that  the  total  cost 
of  moving  the  snow  from  the  track  on  that  road  in  the  winter  of  1871-'72, 
was  $29,400,  and  that  this  was  but  a  small  part  of  the  damages  sus- 
tained; the  principal  loss  being  by  the  detention  of  trains,  sometimes 
for  two  or  three  days.  He  expresses  the  opinion  that  the  cost  of  main- 
taining a  road  is  12.}  percent,  greater  in  the  winter  than  in  the  summer; 
repairs  of  machinery  10  per  cent,  greater,  and  the  power  of  the  locomo- 
tive 10  per  cent.  less. 

Mr.  Strickland  Kneass,  assistant  to  the  president  of  the  Pennsylvania 
Bailroad  Company,  estimates  the  cost  of  transportation  on  that  road  in 
winter  fully  12  per  cent,  greater  than  in  summer.  He  states  that  dur- 
ring  the  winter  of  1872  and  1873  the  cost  of  removing  snow  alone 
amounted  to  $35,298. 

Mr.  L.  Millis,  general  superintendent  of  traffic  on  the  Vermont  Cen- 
tral Bailroad,  estimates  that  the  cost  of  transportation  in  the  winter  on 
their  road  is  from  70  to  75  per  cent,  more  than  in  the  summer.  He 
states  also  that  in  some  cases  the  cost  of  clearing  the  track  after  a 
single  snow-storm,  is  greater  than  the  receipts  from  transportation  of 
freight  for  a  month. 

Mr.  Thomas  B.  Sharp,  master  of  transportation  on  the  Baltimore  and 
Ohio  Bailroad,  says: 

"The  estimated  increased  cost  of  transportation  during  the  winter 
months  above  that  of  the  three  summer  months,  on  the  Baltimore  and 
Ohio  Bailroad  is  from  5  to  20  per  cent.;  varying  according  to  the 
character  of  power  employed,  the  direction  of  the  traffic,  the  relative 
altitude  above  tide- water  of  the  portion  of  the  road  carried  over,  and 
the  severity  of  the  winter.1' 

8th.  The  cost  of  transport  is  diminished  in  proportion  to  the  equality 
of  transport  each  way.  One  of  the  most  serious  difficulties  encountered 
in  railway  transportation  is  the  proportion  of  dead  weight  to  paying 
freights  actually  transported.  An  ordinary  freight-car  weighs  about  ten 
tons  and  carries  ten  tons.  The  average  weight  of  a  locomotive  is  about 
thirty  tons.  A  train  of  thirty  cars  fully  loaded  carries  one  and  one-tenth 
tons  dead  weigh  t  for  every  ton  of  pay ing  freights.  If  the  cars  return  empty, 
every  net  ton  carried  requires  the  movement  of  two  and  one-fifth  tons 
of  dead  weight.  The  cost  of  moving  a  ton  of  dead  weight  (cars  and 
locomotive)  being  the  same  as  the  cost  of  moving  a  ton  of  merchandise, 
it  is  evident  that  the  cost  of  transport  must  differ  very  widely,  accord- 
ing to  the  relative  volume  of  its  freights  in  each  direction.  Assuming 
the  extreme  case  of  a  road  which  transports  all  its  tonnage  in  one  direc 


126  TRANSPORTATION    TO    THE    SEABOARD. 

tion,  the  cost  would  be  nearly  twice  as  great  as  upon  another  trans- 
porting- an  equal  quantity  both  ways. 

9th.  The  cost  of  transportation  per  ton  per  mile  diminishes  as  the 
distance  increases,  because  the  " constant  expenses"  are  distributed 
over  a  greater  number  of  train-miles,  and  hence  the  cost  per  ton  per 
mile  is  less. 

10th.  There  are  various  other  incidental  circumstances  which  materi- 
ally affect  the  cost,  among  which  may  be  mentioned  the  supply  and  qual- 
ity of  the  equipment,  the  substantial  character  of  the  road,  the  price  of 
labor,  fuel,  supplies,  &c. 

All  of  these  conditions  and  circumstances  vary  iu  every  State  and  on 
every  road,  but  must  be  fully  understood  and  carefully  considered  in 
order  to  frame  a  general  law  regulating  charges,  that  shall  operate  fairly 
and  justly  upon  all. 

Eailway  regulation,  though  untried  by  Congress,  is  by  no  means  a 
novel  experiment  in  the  States  or  in  other  countries.  In  England,  to 
whose  railway  system  ours  corresponds  more  closely  than  to  that  of  any 
other  nation,  the  subject  of  regulation  has  been  discussed  for  more  than 
a  third  of  a  century,  and  experimented  upon  by  Parliament  in  almost 
every  conceivable  form.  Commenting  on  these  experiments  the  Mas- 
sachusetts railway  commissioners  say:  "Nowhere  has  the  system  of 
special  legislation  been  more  persistently  followed,  and  nothing,  it  may 
be  added,  could  have  been  more  complete  than  its  failure.  As  the  re- 
sult of  forty  years'  experience,  reviewed  in  the  recent  elaborate  report 
of  the  joint  committee  on  amalgamation  of  railways,  it  may  be  said  that 
the  English  legislation  has  neither  accomplished  anything  it  sought  to 
bring  about,  nor  prevented  anything  which  it  sought  to  hinder."  We 
have  already  seen  how  complete  was  the  failure  to  create  and  maintain 
competition  or  to  prevent  combinations  and  consolidations.  The  table 
of  comparative  charges  on  English  and  other  railways  hereafter  sub- 
mitted, shows  what  practical  results  have  attended  the  effort  to  reduce 
charges  by  direct  governmental  regulation. 

The  recent  report  of  the  Parliamentary  committee  on  railway  amal- 
gamation reviews  with  great  thoroughness  the  various  modes  of  regu- 
lation which  have  been  proposed  and  tried  in  England.  As  many  of 
the  modes  therein  mentioned  are  identical  with  those  on  which  reliance 
seems  to  be  placed  in  this  country,  and  as  the  opinions  expressed  by 
that  committee  are  the  results  of  forty  years1  experience,  and  of  the  in- 
vestigations of  numerous  able  committees,  we  take  the  liberty  of  quot- 
ing the  forms  of  "suggested  regulations"  discussed  by  them,  with  a 
brief  statement  of  their  conclusions  as  to  each,  to  which  we  add  our 
own  conclusions  regarding  their  practicability  in  the  United  States. 

' '  Suggested  reg  u  hit  ion  s." 

1.  "Equal  mileage-rates." 
2.  "Hates  to  be  fixed  by  relation  to  cost  and  profit  on  capital." 


TRANSPORTATION    TO    THE    SEABOARD.  127 

3.  "  Immediate  reduction  of  rates  and  fares." 

4.  "Periodical  revision  of  rates  and  fares." 

5.  "  Absolute  limitation  of  dividends." 

6.  "Division  of  profits  beyond  a  certain  limit  between  companies  and 
the  public." 

7.  "Interchange  of  traffic;  through  rates  and  running  powers." 

8.  "Publication  of  rates." 

9.  "Combinations  and  consolidations  with  competing  lines  to  be  pro- 
hibited." 

10.  "Bailway  companies  to  be  required  to  receipt  for  quantity,  and 
to  account  for  the  same  at  destination." 

1. — Equal  mileage-rates 

they  pronounce  "impracticable,"  because — 

a.  "  It  would  prevent  railways  from  lowering  their  fares  and  rates  so 
as  to  compete  with  traffic  by  sea  or  canal,  or  by  a  shorter  or  otherwise 
cheaper  railway,  and  would  thus  deprive  the  public  of  the  benefit  of 
competition  and  the  company  of  a  legitimate  source  of  profit." 

b.  "  It  would  prevent  railways  from  making  perfectly  fair  arrange- 
ments for  conveying,  at  lower  rates  than  usual,  goods  brought  in  large 
and  constant  quantities,  or  for  conveying  for  long  distances  at  a  lower 
rate  than  for  short  distances." 

c.  "It  would  compel  a,  company  to  carry  for  the  same  rate,  over  a  line 
which  has  been  very  expensive  in  construction,  or  which  from  gradients, 
or  otherwise,  is  very  expensive  in  working,  at  the  same  rates  for  which 
it  carries  over  less  expensive  lines." 

The  difficulties  here  enumerated  apply  with  far  greater  force  in  this 
country  than  in  England.  Our  roads  are  much  longer.  Their  circum- 
stances and  conditions  are  less  uniform.  The  difference  in  cost  of  con- 
struction and  expense  of  working  different  sections  of  the  same  road  is 
greater.  There  is  less  uniformity  in  the  amount  of  business  on  different 
roads  and  on  different  sections  of  the  same  road.  A  rate  that  would 
ruin  one  road,  costing  $100,000  per  mile,  would  be  excesssive  on  another 
that  cost  only  $25,000  per  mile,  if  the  amount  of  business  on  each  be 
the  same.  On  the  other  hand  the  more  expensive  road  could,  with  a 
sufficiently  large  amount  of  business,  make  a  profit  at  rates  which  would 
be  ruinous  on  the  cheaper  one  with  a  small  amount  of  business.  And 
even  on  the  same  road,  a  rate  that  would  be  excessive  on  one  section 
would  not  pay  the  running  expenses  on  another  section.  It  would  be 
manifestly  unjust  to  require  local  freights  passing  over  a  given  number 
of  miles,  costing  one  million  of  dollars,  to  pay  the  same  rate  per  mile 
that  other  local  freights  pay  for  carriage  over  a  like  distance  on  the 
same  road,  which  cost  five  millions.  Distance,  also,  is  an  important 
element  in  the  economy  of  railway  transportation,  but  it  is  not  the  only 
one,  nor  is  it  in  fact  always  the  most  important  element.  Extortionate 
charges  for  short  distances,  and  unjust  discriminations  against  certain 


128 


TRANSPORTATION    TO    THE    SEABOARD. 


points,  afford  good  ground  for  complaint,  and  doubtless  demand  a  rem- 
edy ',  but  that  remedy,  to  be  effective,  must  be  based  upon  sound  princi- 
ples. It  is  a  fact  susceptible  of  the  clearest  demonstration,  that  it 
actually  costs  more  per  mile  to  transport  a  short  distance  than  a  long- 
one,  and  this  principle  has  received  universal  recognition  by  railway 
managers.  In  Belgium,  where,  through  state  management,  the  cheap, 
est  and  in  many  respects  the  best  railroad  system  in  existence  has  been 
developed,  the  charges  on  fourth-class  goods  are  graded  according  to 
distance,  as  follows : 

Charge  per  ton 
per    mile    in 
Distance.  1868,    includ- 

ing terminals. 
Cents, 

15  miles 2.  54 

31  miles 1.86 

46  miles 1.  66 

62  miles 1.  38 

77  miles 1. 18 

93  miles 1.02 

108  miles .92 

124  miles .86 

139  miles .80 

155  miles .74 

A  similar  decrease  in  rates  in  proportion  to  increase  of  distance  pre- 
vails in  every  country  in  Europe,  and  we  may  add  on  every  road  in  the 
United  States.  The  reasons  for  this  universal  rule  are  well  stated  in  a 
recent  paper  prepared  by  W.  M.  Grosveuor,  of  Saint  Louis,  as  follows : 

"The  regularity  of  decrease  in  rate  charged  corresponds  with  a  general 
law  governing  all  railway  service,  namely,  cost  of  loading  and  unload- 
ing, and  fixed  expenses  being  the  same,  whether  the  trip  is  long  or 
short;  cost  of  transportation  per  ton  per-  mile  regularly  decreases  as 
distance  increases,  being  cost  of  haulage  plus  fixed  cost,  divided  by  the 
number  of  miles.  Thus,  if  cost  of  loading  and,  unloading  be  33  cents, 
and  other  items  of  fixed  cost  27  cents  per  ton,  the  actual  cost  of  haul- 
age (maintenance  of  track,  repairs,  &c,  included)  beiog  eighty-three 
hundredths  of  one  cent  per  ton  per  mile,  the  cost  for  different  distances 
will  be  83  -f-  GO  cents  divided  by  distance,  thus : 


Miles. 

Haulage. 

Fixed. 

Total. 

10 

83 
83 
83 
83 
83 
83 
83 
83 
83 
-:: 
83 
83 
83 
83 

6.00 

3.00 

2.00 

1.50 

1.20 

1.00 

.75 

.60 

.40 

.  30 

.20 

.15 

.12 

.06 

6  83 

20 

3  83 

30 

2  8S 

4'J 

9  33 

50 

2  03 

60 

1  83 

80 

1  56 

100 

1  43 

150 , 

1  23 

200 

1  14 

300 

1  03 

400 

98 

500 

«»;, 

1,000 

89 

TRANSPORTATION    TO    TIIE    SEABOARD.  129 

Now  if  it  actually  costs  six  and  eighty-three  one  hundredth  cents  per 
ton  per  mile  to  transport  freight  ten  miles,  and  only  eighty-nine  one  hun- 
dredth cents  to  carry  it  a  thousand  miles,  it  is  evident  that  a  law  estab- 
lishing equal  mileage-rates,  without  regard  to  distance,  would  prove  a 
failure,  because  of  its  manifest  injustice  both  to  the  public  and  to  the 
company.  The  enforcement  of  such  a  rule  of  charges,  instead  of  bring- 
ing relief  to  the  producers  in  the  distant  interior  of  the  continent,  would 
add  very  largely  to  their  present  burdens.  The  average  rates  for  trans- 
porting all  freights  on  the  leading  trunk-lines  between  Chicago  and  New 
York  in  1872  was  about  1£  cents  per  ton  per  mile,  which,  on  a  bushel  of 
wheat,  would  amount  to  about  14  cents.  The  actual  average  charge  by 
rail  per  bushel  that  year  was  33.5  cents.  Hence,  an  equal  mileage-rate 
on  those  lines,  if  adjusted  upon  the  basis  of  their  average  charges, 
would  have  reduced  the  value  of  the  213,000,000  bushels  of  wheat  and 
corn  moved  that  year  about  10  cents  per  bushel,  amounting  to  an  aggre- 
gate loss  to  producers  of  $21,300,000,  with  no  compensating  gain  to  con- 
sumers. And  as  the  price  of  wheat  and  corn  at  the  West,  as  well  that 
part  which  remains  at  home  as  that  which  is  sent  abroad,  is  fixed  by 
the  market-price  in  Liverpool,  less  the  cost  of  transportation,  the  loss 
to  the  Northwestern  States  on  the  entire  crop  of  that  year  (estimated  at 
over  1,000,000,000  bushels)  would  have  amounted  to  the  enormous  sum 
of  $100,000,000.  A  permaueut  reduction  of  10  cents  per  bushel  on  the 
value  of  the  cereal  crop  of  the  Northwest  would  reduce  the  value  of  the 
farms,  in  that  section,  by  an  amount  which  would  build  and  equip  all 
the  trunk-lines  of  railroad  from  the  interior  to  the  seaboard. 

Not  only  would  an  equal  mileage-rate,  if  applied  to  the  whole  coun- 
try, impose  additional  burdens  on  those  sections  most  in  need  of  relief, 
but  it  would  tend  to  destroy  whatever  of  competition  now  exists.  This 
fact  is  demonstrated  by  the  operation  of  the  pro-rata  law  of  the  State  of 
Illinois.  At  many  points  in  that  State  the  people  have  contributed 
largely  to  aid  the  construction  of  a  second  road  for  the  purpose  of  secur- 
ing competition.  The  two  roads  are  not  the  same  length.  But  the  law 
says  that  both  shall  charge  the  same  rate  per  mile.  The  longer  one 
being  compelled  to  charge  more  to  the  common  point  of  destination  is 
of  course,  driven  out  of  competition,  and  the  shorter  one  takes  a  monop- 
oly of  the  business.  Hence  it  will  be  observed  that  one  of  the  most 
valuable  and  salutary  rules  which  obtain  in  railway  transportation,  viz, 
that  the  shortest  line  between  two  common  points,  ail  other  things 
being  equal,  makes  the  rates  for  all  other  lines,  is  reversed  by  the  prin- 
ciple of  equal  mileage  rates.  The  people  who  have  contributed  to 
build  competing  roads  thus  find  themselves  taxed  to  pay  the  cost  of 
transportation  for  others  who  have  been  less  enterprising.  A  general 
prorata  law  applied  to  the  whole  country  would  indefinitely  multiply 
such  evil  results  at  competing  points,  without  any  compensating  benefits 
at  other  places.  The  non-competing  points  would  not  be  benefited,  for 
if  by  reason  of  low  rates,  at  the  point  of  competition,  a  largely  increased 
S.  Eep.  307 9 


130  TRANSPORTATION    TO    THE    SEABOARD. 

traffic  can  be  created,  from  which  the  company  can  make  a  small  profit, 
it  will  be  enabled,  to  the  extent  of  such  profit,  to  reduce  the  rates  at 
the  intermediate  point. 

The  committee  are  therefore  of  the  opinion  that  no  good  results  can 
be  anticipated  from  an  equal  mileage-rate,  but  that  a  law  establishing 
such  a  rule  of  charges  for  the  United  States  would  be  impracticable  and 
unjust  both  to  the  railroads  and  the  public. 

2.  Rates  to  ee  fixed  by  relation  to  cost,  and  profit  on  capital. 

This  the  Parliamentary  committee  dismiss  because  attended  with 
difficulties  which  are  "practically  insuperable."  "  The  original  cost  of 
the  particular  line,  the  cost  of  carriage  of  the  particular  goods  on  that 
portion  of  the  liue,  as  compared  with  the  cost  of  carriage  of  other  goods 
on  the  same  line,  and  the  proportion  of  all  these  to  the  whole  charges 
and  expenses  of  the  company,"  are  items  which  (they  say)  "it  might  be 
difficult  for  the  companies  themselves  to  give,  and  impossible  for  a  com- 
mittee or  government  department  to  ascertain.  Still  more  difficult  is 
the  determination  of  profit."  If  the  difficulties  of  this  mode  of  regu- 
lation are  found  to  be  "practically  insuperable"  in  Great  Britaiu  with 
15,000  miles  of  railway,  what  shall  be  said  of  the  United  States  with 
their  70,000  miles  i  In  order  to  establish  intelligently  a  rule  of  charges 
based  upon  cost  and  profit  we  must  investigate  thoroughly  the  circum- 
stances and  conditions  of  every  one  of  the  1,300  roads.  We  must  know 
all  about  each  individual  road,  its  original  cost,  how  much  of  its  capital 
is  real  and  how  much  fictitious ;  how  much  was  actually  paid  on  its  stocky 
and  what  proportion  of  the  profits  charged  to  capital  accounts  should 
have  been  charged  to  expenses.  Having  completed  this  detailed  inves- 
tigation, which  would  necessarily  involve  an  examination  a ud  re  adjust- 
ment of  the  accounts  of  the  company  from  its  organization,  we  next 
turn  our  attention  to  its  profits.  In  order  to  adjust  charges  to  profits 
by  a  general  rule  of  law,  we  must  know  what  the  actual  profits  are  now, 
and  what  they  will  be  in  the  future.  This  requires  a  knowledge  of  its 
grades  and  curvatures;  the  cost  of  fuel,  supplies,  and  other  items  of 
working  expenses;  the  amount  of  business  it  now  does,  and  what  it 
will  continue  to  do;  the  economy  or  extravagance  with  which  it  will  be 
managed;  the  condition  and  character  of  its  construction  and  equip- 
ment; how  long  its  iron,  ties,  and  rolling-stock  will  last,  and  what  it 
will  cost  to  replace  them ;  the  storms  of  winter  and  the  floods  of  sum- 
mer it  will  probably  encounter ;  and  finally,  the  losses  which  will  result 
from  accidents  of  all  kinds.  This  completed,  we  must  study  carefully 
the  nature  of  its  traffic  so  as  to  know  what  relation  the  various  class*  ■- 
of  goods  bear  to  each  other  in  cost  of  transportation;  what  charge  each 
class  will  bear  without  injury  to  the  business  interests  of  the  country, 
and  how  much  the  expense  of  carrying  a  ton  of  silk  goods  twenty-five 
miles  per  hour  exceeds  that  of  carrying  a  ton  of  corn  ten  miles  per  hoar. 

When  we  have  thus  informed  ourselves  with  reasonable  accuracv  in 


TRANSPORTATION    TO    THE    SEABOARD. 


131 


regard  to  all  these  details,  and  many  more  that  might  be  named,  we  will 
be  prepared  to  commence  the  investigation  of  the  next  road  on  the  list, 
and  so  on  through  the  1,300.  By  the  time  we  have  completed  the  in- 
vestigation, the  changed  conditions  and  circumstances  of  the  roads,  and 
the  rapid  changes  in  the  business  of  the  country,  will  render  a  re-exam- 
ination imperatively  necessary. 

The  committee  are  therefore  unable  to  find  a  practical  solution  of 
the  transportation  question  in  this  mode  of  regulation. 

3.  Immediate  reduction  of  rates  and  fares 

involves  all  the  difficulties  mentioned  under  the  last  proposition,  for 
if  the  reduced  rates  are  to  stand  the  test  of  practical  experiment,  they 
must  be  just  and  reasonable,  and  hence  they  must  be  determined  with 
reference  to  the  cost  and  profitableness  of  the  road.  The  committee  on 
railway  amalgamation  say  of  this  proposition:  "It  would  be  merely  a 
temporary  remedy,  for  the  reason  that  a  change  which  will  give  the 
company  ample  profit  to-day  may,  through  increased  economy  or  other 
cause,  be  excessive  to-morrow."  The  utmost  that  could  be  done  would 
be  the  establishment  of  maxima  rates  for  each  road,  which  must  be 
placed  high  enough  to  coverall  contingencies,  and  hence  it  would  prob- 
ably effect  no  perceptible  reduction  in  the  present  cost  of  transportation. 
In  practice  the  maximum  fares  in  England,  France,  and  Prussia  are 
rarely  changed.  The  following  comparison  of  Parliamentary  rates  with 
the  rates  actually  charged,  taken  from  the  "  blue-book,"  and  handed  to 
the  committee  by  Mr.  J.  M.  Walker,  president  of  the  Chicago,  Bur- 
lington and  Quincy  Railroad,  illustrates  the  effect  of  maximum  rates  in 
England: 


ENGLAND. 

Commodities. 

Rates  allowed 
hy  Parliament. 

Rates  actually 
charged. 

Luniher 

6 

7 

•Ji  ii 

7 
7 
8 
8 

4 

Corn  and  other  grain 

4 

Coal 

2 

Flour 

4 

Stock 

8 

( reneral  merchandise 

2A  to  5 

Manufactured  goods 

Kito-4i 

Maxima  rates. 

It  is  doubtless  entirely  practicable  for  State  legislatures  to  establish 
maxima  rates  which  will  afford  a  remedy  for  local  extortions  and  dis- 
criminations; and  it  is  possible  that  in  certain  cases  such  rates  maybe 
established  by  act  of  Congress  with  beneficial  results.  But  it  is  diffi- 
cult to  see  how  a  general  law  of  Congress,  establishing  maxima  rates, 
can  be  framed  that  will  materially  cheapen  the  cost  of  transport  on  ex- 


132  TRANSPORTATION    TO    THE    SEABOARD. 

isting  lines  of  railway  between  the  interior  of  the  continent  and  the 
seaboard. 

A  commission  with  authority  to  establish  maxima  rates  subject  to 
Tevision  by  the  courts,  has  been  suggested.  But  Congress  acts  only 
under  delegated  powers,  and  a  serious  constitutional  question  arises 
"whether  it  can  delegate  its  powers  to  another  tribunal.  I  believe  it  is 
a.  well-settled  principle  of  law  that  an  agent  cannot,  without  the  author- 
ity of  his  principal,  delegate  his  power  to  another  agent;  else  such  sub- 
agent  may  again  delegate  them,  and  so  on  without  limit.  Assuming, 
however,  that  no  constitutional  difficulties  exist,  the  expediency  of  cloth- 
ing the  President  with  power  to  appoint  commissioners  authorized  to 
establish  rates  that  will  increase  or  diminish  the  dividends  on  over 
$3,000,000,000  of  railway  capital  is  seriously  questioned.  If  there  is 
any  truth  in  the  oft-repeated  assertions  that  railway  companies  already 
•exercise  a  corruptive  influence  over  legislative  bodies,  what  may  we  ex- 
pect when  the  powers  which  now  belong  to  Congress  shall  be  trans- 
ferred to  a  commission  whose  duties  will  require  them  to  decide  what 
profits  shall  be  made  upon  this  immense  capital  l 

Maxima  rates,  whether  established  by  Congress  or  by  a  commission, 
must  be  high  enough  to  pay  the  actual  cost  of  transportation  and  leave  a 
margin  large  enough  to  provide  a  fair  return  for  capital  honestly  invested 
and  to  cover  all  contingencies.  The  actual  average  charge  on  all 
cereals  moved  by  the  trunk-lines  of  railway  between  Chicago  and  New 
York  in  1872  was  less  than  12  mills  per  ton  per  mile.  The  evidence 
taken  by  the  Committee  on  Transportation  shows  that  the  average  cost 
of  movement,  exclusive  of  interest  and  dividends,  was  from  8  to  9  mills 
per  ton  per  mile.  Assuming  the  cost  to  be  8.J  mills,  there  would  be  left 
for  the  payment  of  interest  and  dividends  3i  mills.  The  number 
of  tons  carried  one  mile  on  the  Pennsylvania  Eailroad  in  1872  was 
1,190,052,975,  which,  at  3£  mills,  gives  $1,115,185.  The  actual  cost  of 
the  road,  with  its  equipment,  was  something  over  $42,000,000;  hence, 
if  the  same  rates  had  been  charged  on  all  the  tonnage  moved,  the  mar- 
gin between  the  actual  cost  of  movement  and  the  actual  average 
charges  that  year,  would  have  paid  a  little  less  than  10  per  cent,  on  the 
-cost  of  the  road.  Is  it  probable  that  either  Congress  or  a  commission 
•could  have  established  a  maximum  rate  with  less  margin  above  actual 
cost  than  the  rates  which  were  in  fact  imposed  ?  The  Parliamentary 
committee  of  1872  say : 

"Legal  maxima  rates  afford  little  protection  to  the  public,  since  they 
are  always  fixed  so  high  that  it  is,  or  becomes  sooner  or  later,  the  inter- 
est of  the  companies  to  carry  at  lower  rates.  The  same  thing  is  true  of 
terminal  charges.  The  circumstances  are  so  various  and  so  constantly 
changing  that  any  legal  maxima  which  might  now  be  fixed  would  prob- 
ably be  above  the  charges  now  actually  made,  certainly  far  above  tho^e 
which  will  hereafter  be  made.  Indeed,  attempts  made  in  1861  and  1866 
to  fix  a  maximum  for  terminals  broke  dowu,  because  the  only  maximum 
that  could  be  agreed  upon  was  so  much  beyond  the  charge  then  acta- 


TRANSPORTATION    TO    THE    SEABOARD.  133 

ally  mule  to  coal-owners  that  the  coal-owners  feared  it  would  lead  to  a 
rise  in  that  charge." 

Captain  H.  W.  Tyler,  in  his  report  to  the  secretary  of  the  railway  de- 
partment, Board  of  Trade,  says  : 

"  The  attempt  to  limit  rates  and  fares  by  the  principle  of  fixing  a 
maximum  has  almost  always  failed  in  practice,  and  is  almost  always 
likely  to  fail,  for  the  simple  reason  that  the  Parliamentary  committees 
and  authorities  by  whom  such  limits  are  decided  cannot  do  otherwise 
than  allow  some  margin  between  the  actual  probable  rate,  so  far  as  they 
can  forecast  it,  and  the  maximum  rate;  and  cannot  foresee  the  contin- 
gencies of  competition,  of  increase  in  quantities,  of  facilities,  or  econ- 
omy in  working,  or  of  alteration  in  commercial  conditions  which  may 
occur  in  the  course  of  years  after  such  limits  have  been  arranged  by 
them." 

4.  Periodical  reduction  of  rates  and  fares 

the  Parliamentary  committee  pronounce  "  inexpedient  and  impracti- 
cable," and  suggest  the  following  among  other  reasons,  viz:  "  How  is  it 
to  be  performed,  and  by  whom  ?  If  it  is  to  be  purely  arbitrary,  if  no 
rule  is  to  be  laid  down  to  guide  the  revisers,  the  power  of  revision  will 
amount  to  a  power  to  confiscate  the  property  of  the  companies.  It  is  not 
likely  that  Parliament  would  attempt  the  exercise  of  any  such  power  itself, 
still  less  that  it  would  confer  such  a  power  on  any  subordinate  authority." 
Assuming  for  the  present  that  Congress  would  attempt  the  exercise 
of  a  power  from  which  the  Parliament  of  England  shrinks,  let  us  in- 
quire how  such  revision  of  rates  would  be  made  in  this  country.  Shall 
it  be  done  by  Congress  itself,  or  by  some  tribunal  acting  under  its  au- 
thority ?  Surely  not  the  latter,  for  the  power  of  Congress  over  the 
subject  is  only  a  delegated  power,  which  it  cannot  delegate  to  another. 
Nor  is  it  probable  that  any  one  has  ever  dreamed  of  conferring  on  any 
tribunal  the  authority  to  decide  arbitrarily  and  in  advance  what  com- 
pensation one  person  shall  receive  for  services  to  be  performed  for 
another.  The  revision  must,  therefore,  be  made  by  Congress  itself,  if 
at  all.  It  is  said  in  the  English  reports  that  "  the  rates  in  the  case  of 
all  the  great  conqmiies  are  numbered  by  millions."  In  this  country 
each  of  the  1,300  roads  has  its  through  rates,  its  rates  to  every  station 
on  its  own  line,  and  to  every  station  on  the  lines  with  which  it  connects,, 
its  scores  of  special  rates,  and  its  numerous  classifications  of  goods. 
A  bill  which  should  enumerate  them  all,  if  such  a  bill  could  be  framed, 
could  hardly  be  read  through  during  the  session,  and  if  read,  not  one 
member  in  a  dozen  would  be  the  wiser.  If  Congress  should  undertake 
the  periodical  revision  of  rates  on  the  70,000  miles  of  railroad  in  the 
United  States,  it  must  remain  in  constant  session,  and  devote  its  atten- 
tion exclusively  to  this  work. 

5.  Absolute  limitation  of  dividends. 

This  form  of  proposed  regulation  assumes  that  the  passenger  and  ship- 
per will  receive,  in  the  shape  of  reduced  fares  and  charges,  whatever  ex- 


134  TRANSPORTATION    TO    THE    SEABOARD. 

cess  of  profits  may  remain  after  paying  to  the  shareholder  the  limit  al- 
lowed by  law.  It  involves  the  power  of  revision,  and  the  necessity  for 
accurate  and  detailed  information,  referred  to  under  the  forms  of  regu- 
lation already  discussed,  and  hence,  in  its  practical  application,  would 
encounter  many,  if  not  all,  of  the  difficulties  therein  mentioned.  In 
England  this  form  of  regulation  is  pronounced  "impossible  and  unde- 
sirable."* Impossible,  because  it  involves  the  necessity  of  judging 
"what  rates  will  enable  the  company  to  make  the  given  dividend  on  a 
given  capital,"  and  of  determining  "what  are  the  proper  expenses  of 
the  companies  and  what  economies  they  can  practice."  These  are  de- 
clared to  be  "matters  which  require  the  knowledge,  skill,  and  experi- 
ence of  the  managers  themselves,  and  any  attempt  on  the  part  of  any 
government  department  to  do  it  for  them  is  impossible,  unless  the  agents 
of  the  government  were  to  undertake  au  amount  of  interference  with 
the  internal  concerns  of  the  companies  which  is  neither  desirable  nor 
practicable.'' 

The  assumption  that  what  is  withheld  from  the  shareholders  would 
be  available  for  reduction  of  rates  is  declared  to  be  a  "fallacy,  because 
the  company,  having  no  interest  in  making  more  than  the  fixed  rate  of 
profit,  will  have  every  inducement  to  use  up  the  surplus  in  needless  ex- 
penditure. *  *  .*  The  result,  therefore,  of  limiting  the  dividends 
of  companies  would  be  to  deprive  them,  monopolists  as  they  are,  or  will 
be,  of  the  ordinary  motives  for  efficiency  or  economy,  and  to  impose 
upon  government  or  Parliament  an  impracticable  task,  the  result  of 
which  must  be  either  to  delude  the  public  by  giving  a  formal  and  ground- 
less sanction  to  the  schemes  of  the  companies,  or  to  take  out  of  their 
hands  the  management  of  their  own  affairs-." 

The  reasons  thus  forcibly  presented  against  an  absolute  limitation  of 
dividend  are  quite  as  applicable  to  the  railroad  system  of  America  as 
to  that  of  England.  It  is  surely  undesirable  to  increase  the  present 
extravagance  and  waste  in  railway  management.  The  probable  results 
of  such  a  limitation  are  pretty  clearly  stated  in  the  evidence  of  Mr.  E. 
J ).  Worcester,  secretary  of  the  New  York  Central  Road  (page  125  of  the 
evidence),  in  wdiich  facts  are  presented  showing  the  effects  of  econom- 
ical management  in  the  increase  of  dividends,  and  the  means  by  which 
profits  could  be  readily  reduced  below  the  limit.  If  the  dividend  could 
not  extend  beyond  a  certain  fixed  amount,  it  would  be  to  the  interest  of 
the  company  to  do  only  enough  business  to  produce  that  sum,  and  hence 
if  the  movement  of  one  million  tons  at  2  cents  per  ton  per  mile,  or  of  two 
million  tons  at  1  cent  per  ton  per  mile,  would  produce  the  profit  limited 
to  the  company,  the  lesser  amount  of  work  would  be  preferred.  The 
direct  inducement,  therefore,  would  be  to  increase  the  price  and  dimin- 
ish the  traffic,  thereby  giving  to  the  public  an  inferior  service,  at  an 
enhanced  cost.  It  is  apparent,  also,  that  another  result  would  be  to 
stimulate  the  stock-watering  process,  which  has  already  become  so  offen- 

*  Report  of  joint  committee  on  railway  amalgamation. 


TRANSPORTATION    TO    THE    SEABOARD.  135 

sive  to  the  public,  and  which  has  so  largely  increased  the  cost  of  trans- 
portation, for,  if  the  shareholder  can  receive  only  a  certain  fixed  divi- 
dend on  the  amount  of  his  capital,  he  will  not  be  slow  in  finding  some 
plausible  excuse  for  increasing  his  stock. 

One  of  the  chief  motives  for  the  practice  of  stock  inflations  which 
prevail  on  some  of  our  leading  roads,  is  the  fear  of  offending  public 
sentiment  by  an  exhibit  of  actual  profits.  When  public  sentiment 
shall  have  crystallized  into  a  law  of  absolute  limitation,  may  we  not  ex- 
pect to  see  this  evil  aggravated  to  an  extent  still  more  alarming  than 
at  present? 

Such  a  limitation  of  dividends  would  also  tend  to  discourage  the  con- 
struction of  new  and  competing  roads  in  localities  where  they  are 
needed,  for  capital  will  not  readily  seek  investment  if  the  profits  are 
limited,  unless  it  be  accompanied  with  a  guarantee  which  no  one  pro- 
poses to  give.  This  is  illustrated  by  the  fact  that  a  bond  of  the  New 
York  Central  Railroad,  which  guarantees  C  per  cent.,  is  worth  as  much 
in  the  market  as  its  stock  on  the  expectation  of  8  per  cent. 

Your  committee  are  therefore  of  the  opinion  that  a  law  of  Congress 
establishing  this  form  of  regulation  would,  even  if  practicable,  afford 
no  relief,  but  on  the  other  hand  it  would  result  in  a  withdrawal  of  every 
inducement  to  economy;  in  increased  expenditures  .and  waste;  in  en- 
hanced prices  for  inferior  service;  in  an  additional  stimulus  to  the 
reprehensible  practice  of  stock- watering,  and  in  special  contracts,  job- 
bery, and  favoritism.  Unable  to  overcome  the  difficulties  encountered 
by  this  mode  of  regulation,  the  advocates  of  limitation  have  in  Eng- 
land proposed  as  a  modification  the  following: 

C».  Division  op  profits  beyond  a  certain  limit  between  com- 
panies AND  THE  PUBLIC. 

The  theory  upon  which  this  proposition  is  based  is,  that  a  certain 
limit  being  fixed,  the  excess  shall  be  divided  between  the  public  and 
the  company,  one  portion  being  added  to  the  dividend  and  the  remainder 
being  applied  to  the  reduction  of  charges. 

This  modification  would  to  a  certain  extent  avoid  the  objection  urged 
against  an  absolute  limitation,  viz,  that  it  would  destroy  all  motive  for 
economy  of  management;  but,  says  the  report  from  which  we  have  just 
quoted,  "  There  are  other  difficulties  which  it  would  not  meet,"  viz, 
•'  What  is,  or  ought  to  be,  the  sum  available  for  dividend?"  "In  what 
specific  fares  or  rates  is  the  reduction  to  be  made,  and  to  what  extent  ?" 
"No  government  department  could  undertake  to  say  what  the  expendi- 
ture of  a  railway  company  ought  to  be,  and  what  consequently  is  the 
amount  properly  divisible  as  profit;  nor  could  a  government  department 
well  undertake  the  difficult  and  obnoxious  task  of  selecting  special  traffic 
or  special  rates  for  reduction.  If  a  railway  were  a  homogeneous  concern, 
supplying  a  given  article  at  a  fixed  price  to  all  its  customers,  it  would 
not  be  difficult  to  provide  that  when  its  dividends  reached  10  per  cent. 


136  TRANSPORTATION    TO    THE    SEABOARD. 

the  price  of  the  article  should  be  reduced  so  much  for  every  additiona 
1  per  ceut.  added  to  the  divided.  But  wheu  a  railway  company  is  a 
concern  like  the  Loudon  and  ^Northwestern  Company,  having  1,500  miles 
of  railway  in  different  parts  of  the  country,  carrying  all  sorts  of  traffic 
on  the  different  parts  of  its  line,  and  charging  "millions"  of  special 
rates  for  special  services,  it  would  be  a  task  beyond  the  capacity  of  any 
department  to  decide,  as  against  the  company,  and  among  the  innumer- 
able claimants,  what  should  be  the  amount  or  description  of  any  partic- 
ular reductions,  and  to  whom  and  in  what  manner  they  should  be  given.'' 
This  modification  was  once  adopted  in  England,  but  it  never  went  into 
effect.* 

It  has  been  tried  in  France,  and  on  account  of  the  difficulty  of  select- 
ing rates  and  classifications  of  goods  on  which  to  apply  it,  the  reduction 
has  been  abandoned,  and  one-half  the  surplus  profit  is  paid  into  the 
national  treasury.  There  is,  therefore,  but  little  encouragement  to  try 
the  experiment  in  this  country,  where,  by  reason  of  the  greater  number 
of  our  roads,  and  the  great  diversity  of  the  conditions  and  traffic,  as  well 
as  the  instinctive  aversion  of  our  people  to  meddlesome  governmental 
interference  in  private  affairs,  vastly  greater  difficulties  would  be  en- 
countered than  iu  France  or  England. 

7.  Interchange  of  traffic  ;  through  rates  and  running  powers  . 

It  is  proposed  by  this  mode  of  regulation,  first,  to  give  every  company 
the  power  to  make  through  rates  to  any  point  on  the  line  of  any  other 
company  and  to  require  the  companies  over  whose  lines  the  goods  are 
sent  to  forward  them  without  delay  or  hinderance ;  and,  second,  to  give 
every  company  the  power  to  run  its  cars  over  the  road  of  every  other 
company,  the  compensation  therefor  to  be  fixed  by  agreement  between 
the  companies,  or,  iu  the  event  of  their  disagreement,  by  a  tribunal  to 
be  especially  appointed,  by  the  proper  judicial  authority  for  that  purpose. 

The  Parliamentary  committee  recommend  under  certain  restrictions 
1  he  adoption  of  the  first  proposition  relating  to  through  rates,  and  the 
rejection  of  the  second  as  to  "running  powers."  We  are  unable  to  see 
how  any  practical  benefit  would  arise  from  either  under  the  existing  sys- 
tem of  management.  If  the  through  rates  are  fixed  arbitrarily  by  Con- 
gress, or  by  a  commission,  it  would  involve  all  the  difficulties  heretofore 
mentioned  under  that  form  of  regulation.  If  the  charges  upon  the 
through  line  are  to  be  the  same  on  the  line  of  the  owning  company  as 
its  own  local  rates,  it  would  result  iu  an  increase  rather  than  diminution 
ot  cost.  If,  as  is  proposed  in  England,  every  railway  company  is  "  to 
make  through  rates  and  fares  from  or  to  any  station,  on  any  other  line, 
the  rates  to  be  divided  as  a  general  rule  according  to  mileage  after 
allowing  terminals,''  we  can  discover  no  reason  why  such  an  arrange- 
ment would  result  in  decrease  of  rates. 

"Report  of  joint  committee  on  railway  amalgamation,  pages  36  and  37. 


TRANSPORTATION    TO    THE    SEABOARD.  137 

The  second  proposition  is  objectionable  on  several  grounds,  but  chiefly 
because  instead  of  stimulating  competition,  its  direct  tendency  would  be, 
if  such  power  were  enforced,  to  induce  the  railway  companies  of  the 
whole  country  to  combine  in  self-defense.  It  would  also  enable  the 
strong  companies  to  first  bankrupt  and  then  absorb  the  weaker  ones, 
thereby  stimulating  and  aiding  consolidations.  If,  for  instance,  one  of 
the  great  trunk  lines  should  desire  to  own  a  line  which  threatens  com- 
petition, but  which  has  a  small  amount  of  business,  and  a  heavy  inter- 
est account  to  meet,  nothing  would  be  easier  than  for  a  strong  company 
to  send  its  cars  on  the  line  of  the  weak  one,  and  by  carrying  for  a  time 
at  losing  rates  compel  it  to  default  in  payment  of  its  interest,  and  then 
buy  it  in,  on  its  own  terms. 

We  shall  have  occasion  to  refer  to  "  running  powers"  in  another  con- 
nection, in  which  the  objections  above  enumerated  do  not  apply. 

8.  Publication  of  rates 

is  proposed  as  a  remedy  for  the  evils  of  unjust  discrimination  against 
one  locality  in  favor  of  another,  or  in  favor  of  one  description  of  trade 
at  the  expense  of  another;  as  a  preventive  of  higher  rates  for  a  short 
distance  than  for  a  longer  one  ;  and  of  uncertainty  and  favoritism  by 
means  of  special  contracts,  rebates,  drawbacks,  and  the  thousand  and 
one  other  means  by  which  a  rich  and  powerful  company  may,  by  the 
secret  adjustment  of  rates,  impose  upon  the  public,  and  render  fluctuat- 
ing and  precarious  the  business  transactions  of  those  who  are  com- 
pelled to  use  its  line. 

This  proposed  regulation  proceeds  upon  the  not  unreasonable  theory 
that  the  moral  restraints  of  public  opinion  will  have  a  salutary  effect 
upon  the  companies,  and  that  such  publicity  will  tend  to  insure  sta- 
bility and  certainty  to  the  business  of  transportation,  and  to  remove  the 
discontent  and  suspicion  of  the  public.  And  further  it  is  argued  that  a 
company  dealing  honestly  and  fairly  should  court  publicity,  and  chal- 
lenge criticism  by  giving  to  the  public  every  possible  facility  for  obtain- 
ing information  regarding  its  charges  and  its  reasons  for  making  them. 

Hence  in  England  the  royal  commission  of  1867  and  the  committee 
of  1872  agree  in  urging  that  the  companies  should  be  compelled  to  ex- 
hibit, when  required,  at  every  station,  a  true  list  of  the  fares  and  rates 
charged  from  that  station,  and  to  give  true  information  as  to  special 
contracts,  drawbacks,  and  other  deductions  and  advantages. 

On  this  point  a  singular  unanimity  prevails  in  nearly  all  the  countries 
of  Europe;  France,  Prussia,  Austria,  Sweden,  and  Belgium  all  regard 
it  as  important  and  insist  upon  its  enforcement.  In  all  of  these  coun- 
tries hand-books  are  published  giving  all  the  particulars  regarding 
distance,  classification,  rates,  special  tariffs,  &c.  There  is  no  doubt  that 
a  raluable  reform  in  railway  management  may  be  attained  by  requir- 
ing such  publication  in  this  country,  especially  if  it  be  accompanied, 


138  TRANSPORTATION  TO  THE  SEABOARD. 

as  in  several  European  countries,  with  a  provision  prohibiting  an  in- 
crease of  rates  without  reasonable  public  notice. 

A.s  many  of  the  causes  of  complaint  arise  from  fluctuations,  discrimi- 
nations, and  favoritism,  at  and  between  points  entirely  within  a  State, 
the  remedy  for  such  abuses  must  be  applied  by  the  State  legislature,  if 
at  all. 

But  there  is  a  large  class  of  cases  in  which  interstate  traffic  is  alone 
'oncerned,  for  which  the  remedy  is  in  the  hands  of  Congress. 

Your  committee  recommend  that  in  all  such  cases  within  the  juris- 
diction of  Congress,  a  publication  of  rates  and  fares  be  required,  and 
that  common  carriers  be  prohibited  from  increasing  such  rates  without 
reasonable  notice  to  the  public,  to  be  prescribed  by  law. 

9.  Combinations  and  consolidations  with   competing  lines  to 

be  prohibited. 

The  consolidation  of  separate  links,  into  through  lines,  is  believed  by 
the  committee  to  be  in  the  interest  of  the  public  as  well  as  of  the  com- 
panies. In  1852  seventeen  distinct  companies  operated  the  line  between 
Xew  York  and  Chicago.  Ten  of  these  companies  constituted  the  line 
from  Albany  to  Buffalo.  By  the  various  consolidations  since  made 
there  are  now  but  two  companies — the  New  York  Central  and  Lake 
Shore  line — between  those  cities.  The  practical  effect  of  these  consoli- 
dations has  been  to  reduce  rates  and  to  greatly  increase  the  efficiency 
of  the  line.  Each  separate  company  formerly  had  its  own  local  interest 
to  subserve,  its  own  profits  to  make,  and  its  own  peculiar  policy  to  en- 
force. Seventeen  different  organizations  had  to  be  maintained,  at  a 
heavy  cost  to  the  patrons  of  the  line.  Xo  one  company  was  under 
obligations  to  co-operate  with  another,  except  so  far  as  its  own  individ- 
ual interest  was  thereby  subserved.  Through  lines  of  cars  could  be  run 
only  by  complicated  and  embarrassing  arrangements.  In  some  cases 
through  tickets  could  be  obtained  from  Albany  to  Buffalo.  Freights 
could  not  be  sent  through  but  by  agreement  between  the  numerous 
companies,  and,  except  so  far  as  they  agreed,  a  change  of  freight  was 
required  at  each  terminus.  The  consolidation  of  separate  companies 
into  through  lines  has  introduced  the  system  of  pro-rating,  and  all  the 
conveniences  resulting  from  through  business.  Formerly  goods  sent 
from  Chicago  to  Xew  York  had  to  be  consigned  to  the  care  of  several 
different  agents  along  the  line,  thereby  largely  increasing  the  cost  for 
commissions  to  middle-men,  causing  great  delays  in  transmission  and 
intolerable  vexations  in  regard  to  losses.  (Evidence  p.  157.)  The  only 
serious  objection  to  consolidations  of  this  kind  is  the  centralization  of 
power  thereby  effected,  but  we  regard  this  as  a  far  less  evil  than  those 
to  which  we  have  referred. 

There  is,  however,  another  class  of  consolidations,  the  design  of  which 
is  not  to  cheapen  and  facilitate  commerce,  but  solely  to  enlarge  the 
powers  of  monopoly  by  destroying  competition.    This  species  of  coa- 


TRANSPORTATION  TO  THE  SEABOARD.  139 

solidation  is  an  unmixed  evil,  and  wholly  indefensible.  It  not  only 
opens  an  almost  boundless  field  for  tbe  centralization  of  a  power  already 
of  threatening  proportions,  but  its  tendency  and  direct  effect  is  the  utter 
destruction  of  just  and  fair  competition. 

The  State  of  Pennsylvania  has  incorporated  a  very  wise  provision  in 
her  new  constitution,  recently  adopted,  which  prohibits  all  forms  of  con- 
solidation between  competing  lines.  A  like  provision,  either  in  the  con- 
stitution or  laws  of  other  States,  would  doubtless  have  a  very  beneficent 
effect.  Your  committee  are  of  the  opinion  that  Congress  should  co" 
operate  with  the  several  States  in  this  matter  by  the  enactment  of  laws 
regulating  commerce  among  the  States,  which  shall  provide,  with  proper 
penalties  for  disobedience,  that  no  railway  corporation  in  the  United 
States  whose  road  forms  a  part  of  a  continuous  line  between  two  or  more 
States  shall  consolidate  the  stock,  property,  or  franchise  of  such  corpora- 
tion with,  or  lease  or  purcbase  the  works  or  franchises  of,  or  in  any  way 
control,  any  other  railroad  corporation  owning  or  having  under  its  con- 
trol a  parallel  or  competing  line;  and  that  no  officer  of  such  railroad 
corporation  shall  act  as  an  officer  of  any  other  railroad  owning  or  having 
the  control  of  a  parallel  or  competing  line. 

10.  Railway  companies  to  be  required  to  receipt  for  quan- 
tity, AND   TO   ACCOUNT   FOR   THE   SAME   AT   ITS  DESTINATION. 

The  enforcement  of  a  regulation  of  this  character  would  remedy  an  evil 
of  no  small  magnitude,  and  one  which  falls  peculiarly  within  the  scope  of 
national  regulation.  Hon.  Benjamin  Eggleston,  of  Cincinnati,  testified 
that  "a  car  load  of  grain  sent  from  Cincinnati  to  New  York  is  alwaysalittle 
short.  The  cars  are  all  seal  ed  or  lined,  but  the  companies  claimed  that  it 
shook  out  between  the  cracks,  may  be  three  or  four  bushels  to  each  car. 
That  is  a  toll  that  they  are  getting  at  almost  every  place  where  they  have 
an  elevator."  (Evidence,  p.  539.)  Mr.  Carlos  Cobb,  of  the  New  York 
Produce  Exchange,  testifies  that  the  "shortage  "on  a  car-load  of  grain  from 
Chicago  to  that  city  "  varies  from  £  to  10  per  cent. ;  1  to  3  per  cent,  not  un- 
common." *  *  Thefts  along  the  line,  and  from  railroad  lighters,  have  not 
been  of  unfrequent  occurrence.  As  bills  of  lading  are  usually  given 
"quantity  unknown,"  there  is  less  responsibility,  and  doubtless  less  care, 
on  the  part  of  the  men  in  charge  than  if  the  road  had  become  liable  for 
"  quantity."  In  answer  to  a  question  from  Senator  Sherman,  the  witness 
replied,  "  I  mean  to  say  this,  that  a  shortage  of  10  per  cent,  has  occurred 
without  any  ability  to  trace  it,  in  several  instances;  but  1  to  3  per  cent, 
is  not  uncommon."  (Evidence,  p.  302.)  Mr.  Hickok  and  other  members 
of  the  New  York  Produce  Exchange,  corroborated  this  statement.  As- 
suming the  average  shortage  to  be  2  per  cent.,  it  amounts  to  a  loss  of  3 
cents  per  bushel  on  wheat  when  the  market-price  in  New  York  is  $1.50, 
a  loss  that  falls  wholly  on  the  shipper  from  the  western  point.  And  as  the 
western  buyer  knows  by  experience  that  the  usual  loss  is  from  1  to  3  per 
cent.,  and  sometimes  as  high  as  10  per  cent.,  he  will  buy  on  a  margin  large 


140  TRANSPORTATION  TO  THE  SEABOARD. 

enough  to  cover  the  greatest  probable  deficit.  Heuce  the  producer  has 
to  bear  a  loss  even  larger  thau  the  actual  shortage.  It  may  be  said 
that  a  law  compelling  the  carrier  to  receipt  and  account  for  quantity 
would  render  necessary  an  increased  charge  for  transportation.  This 
is  doubted  for  two  reasous:  First,  because  the  water-lines  now  account 
for  quantity,  and  as  the  railways  fix  their  prices  in  competition  with  the 
water-routes,  they  cannot,  during  the  season  of  navigation,  increase 
their  prices.  Second,  the  evidence  taken  by  the  committee  shows  that 
the  rule  of  railway  charges  is  "  how  much  will  the  article  bear,"  and  as 
they  usually  put  on  all  it  will  bear,  when  not  in  competition  with  water, 
it  is  likely  that  the  effect  of  such  a  law  would  be  to  compel  them  to  ex- 
ercise greater  care,  instead  of  increasing  the  rate.  But  even  if  it  should 
eause  an  increase  of  charges,  the  producer  would  then  lose  only  the 
actual  increased  rate,  instead  of  the  undefined  margin  between  1  and 
10  per  cent.  A  Congressional  regulation  of  this  kind  would  be  peculi- 
arly applicable  to  freight-lines,  which  are  organized  for  the  express 
purpose  of  carrying  on  interstate  traffic. 

Having  carefully  considered  the  subject  of  direct  Congressional  regu- 
lation of  commerce  among  the  several  States  when  conducted  upon 
railways,  the  committee  are  of  the  opinion  that  the  assertion  of  such 
power  by  the  national  government  is  of  the  utmost  importance ;  that  a 
remedy  for  some  of  the  evils  and  defects  of  our  railway  system  may  be 
found  through  its  present  exercise;  and  that  in  the  future  complex  re- 
lations likely  to  exist  between  railways  and  the  public  it  may,  and  prob- 
ably will,  become  indispensable.  They  are,  however,  forced  to  the  con- 
clusion that  as  a  practical  solution  of  the  question  of  cheap  transporta- 
tion it  is  inadequate  to  meet  the  just  demands  of  commerce,  and  that 
any  attempt  to  work  out  the  desired  results  through  its  agency  would 
be  to  delude  and  disappoint  the  public,  While  they  are  of  the  opinion 
that  under  proper  management  many  of  the  railways  of  the  country 
could  render  a  cheaper  and  more  efficient  service,  and  yet  pay  a  liberal 
dividend  upon  an  honest  capital,  the  committee  do  not  believe  that,  as 
they  are  now  constructed,  and  under  the  present  system  of  operating  fast 
and  slow  trains  on  the  same  road,  it  is  in  their  power,  under  any  form 
of  regulation  that  can  be  devised,  to  carry  at  rates  low  enough  to  answer 
the  reasonable  requirements  for  cheap  commodities,  produced  at  long 
distances  from  market.  They  therefore  proceed  to  the  consideration  of 
the  third  general  remedy  suggested,  namely: 

3.— INDIRECT  REGULATION  AND  REDUCTION  OF  CHARGES 
THROUGH  THE  AGENCY  OF  ONE  OR  MORE  RAILWAY 
LINES  TO  BE  OWNED,  OR  CONTROLLED,  BY  THE  GOV- 
ERNMENT. 

It  is  proposed  that  the  general  government  shall  own  or  control  one 
or  more  railways,  to  be  operated  for  freight-traffic  exclusively,  and  at 


TRANSPORTATION    TO    THE    SEABOARD.  141 

the  lowest  rate  that  will  pay  a  reasonable  return  for  the  capital  actually 
invested.  This  proposition  proceeds  upon  the  theory,  that  by  reason 
of  stock-inflations,  extravagance  and  dishonesty  in  construction  and 
management,  and  combinations  among  existing  companies,  the  present 
railway-service  of  the  country  imposes  unnecessary  burdens  upon  its 
commerce;  and  that  one  or  more  railroads  economically  constructed 
and  operated,  or  controlled,  by  the  government  in  the  interest  of  the 
public,  would  regulate  all  the  others  on  fair  business  principles, 
remedy  the  abuses  that  now  exist,  check  combinations,  and  thereby 
reduce  the  cost  of  transportation  to  reasonable  rates.  Its  advocates 
recognize  the  fact  we  have  attempted  to  show,  that  competition  among 
railways  is  unreliable,  and  daily  becoming  less  effective.  They  insist 
that  the  only  means  of  obtaining  efficient  and  permanent  competition 
is  through  government  ownership,  or  control,  of  certain  lines,  with 
which  combination  will  be  impossible.  The  intelligence,  uumbers,  and 
respectability  of  the  advocates  of  this  system  of  regulation  entitle  it  to 
the  most  careful  consideration.  The  committee  regret  that  the  data  on 
which  to  base  a  conclusion  as  to  its  merits  are  not  entirely  satisfactory. 
They  have  earnestly  addressed  themselves  to  the  inquiry  in  regard  to 
the  cost,  capacity,  and  probable  economical  results  to  be  anticipated 
from  a  road  of  this  character,  but,  as  no  such  railway  exists  in  this 
country  or  elsewhere,  they  are  unable  to  present  answers  to  such  in- 
quiries, founded  on  practical  results.  The  statistics  furnished  by 
actual  railway  operations  in  this  country  and  in  Europe,  which  will  be 
presently  presented,  may,  however,  enable  us  to  form  a  conclusion  that 
will  be  of  some  value. 

A  MIXED  BUSINESS   INCREASES   COST   OF   TRANSPORT. 

It  is  urged  that  the  present  system  of  operating  fast  and  slow  trains 
on  the  same  road  greatly  increases  the  cost  of  transport,  because  of  its 
interference  with  the  movement  of  freight-trains,  thereby  causing  great 
loss  of  time  while  waiting  on  side-tracks  the  passage  of  express  traius. 
And  that  this  cost  is  further  increased  by  the  high  rate  of  speed  which 
heavy  freight-trains  are  compelled  to  make,  between  stations,  in  order 
to  keep  out  of  the  way  of  express  trains.  The  prevailing  opinion  among 
practical  railroad  operators  is,  that  from  eight  to  ten  miles  per  hour  is 
the  most  economical  speed  for  freight-movement,  but  on  account  of  the 
delays  above  mentioned,  and  the  necessity  of  keeping  out  of  the  way  of 
trains  of  a  higher  class,  heavy  freight-trains  are  often  compelled  to 
make  twenty-five  miles  per  hour.  It  is  not  easy  to  determine  the  en- 
hanced expense  caused  by  this  interference,  though  it  is  doubtless  con- 
siderable. The  detention  of  freights  resulting  therefrom  depends  very 
much  upon  the  amount  of  traffic  on  the  particular  road,  and  the  reg- 
ularity with  which  trains  are  run. 

Mr.  Isaac  Hinckley,  president  of  the  Philadelphia,  Wilmington  and 
Baltimore  Railroad,  says  that  passenger-roads  like  the  New  York  and 


142  TRANSPORTATION    TO    THE    SEABOARD. 

New  Haven,  and  the  Philadelphia,  Wilmington  and  Baltimore  Railroad, 
work  at  a  great  disadvantage  in  carrying  freight,  while  a  road  like  the 
Philadelphia  and  Erie  works  at  great  disadvantage  comparatively  in 
carrying  passengers,  the  latter  being  eminently  a  freight-road  and  the 
former  passenger-roads.  While  it  costs  the  Philadelphia  and  Erie  per 
passenger  2.76  cents  per  mile,  and  for  freights  1.86  cents  per  ton  per 
mile,  the  cost  per  passenger  per  mile  on  the  Philadelphia,  Wilmington 
and  Baltimore  road  is  1.92  cents,  and  the  cost  of  freight  3.20  cents  per 
ton  per  mile.     (Evidence  in  postal-car  investigation,  page  71.) 

Mr.  H.  D.  Whitcomb,  chief  engineer  of  the  Chesapeake  and  Ohio 
Railroad  Company,  expresses  the  opinion  "  that  none  of  the  leading 
railways  are  prepared  to  carry  freight  in  large  quantities  or  at  a  mini- 
mum cost.  They  are  constructed  for  a  mixed  business,  for  slow  and  for 
fast  trains,  or  rather  they  are  constructed  for  fast  trains,  and,  in  some 
respects,  such  as  in  the  inclination  of  the  rails  on  curves,  are  not  suited 
to  slow  trains.  On  a  road,  whether  double  or  single  track,  doing  a  fair 
amount  of  business,  freight-trains  must  be  ruu  at  high  rates  of  speed  at 
intervals  to  clear  the  track  for  fast  trains.  This  involves  increased 
wear  of  machinery  of  the  road  and  liability  to  accidents ;  the  lighter 
loading  of  cars,  or  its  equivalent  heavier  cars,  thus  increasing  the  dead 
weight.  A  large  proportion  of  the  expense  of  moving  freight  is  due  to 
the  velocity  with  which  it  is  carried.  Some  expenses  are  in  the  pro- 
portion of  the  square  of  the  velocity."  A  carefully-prepared  statement, 
already  quoted,  from  Mr.  Albert  Eiuk,  vice-president  of  the  Louisville. 
Nashville  and  Great  Southern  Railroad,  shows  that  "  the  cost  of  mov- 
ing one  gross  ton  per  mile  on  a  passenger-train  is  about  twice  as  great 
as  on  a  freight-train." 

The  schedule  running-time  for  freights  from  Chicago  to  New  York  on 
the  Pennsylvania  line  is  ninety  hours.  (Evidence  of  Mr.  Cassatt,  p. 
49.)  On  the  New  York  Central  line  "  freight-trains  from  New  York  to 
Chicago,  if  they  make  their  proper  connections,  go  through  in  eighty- 
four  hours,  allowing  ample  time  for  inspection  of  cars  and  the  transfers 
and  taking  the  car-numbers  at  the  different  terminal  points.'"  N  Evidence 
of  Mr.  Hayes,  p.  13.) 

This  being  the  schedule  time  on  these  leading  lines,  some  idea  of  the 
delays  incident  to  the  present  system  of  operation  may  be  drawn  from 
the  following  facts  stated  in  a  letter  from  Mr.  Franklin  Edson,  president 
of  the  New  York  Produce  Exchange,  addressed  to  the  chairman  of  the 
committee,  under  date  of  December  (J,  1873.     (Appendix,  p.  176:) 

"  The  time  that  goods  are  in  transit  from  Chicago  to  New  York  by 
railway  is  from  eight  to  ten  days,  and  from  that  to  fifteen  and  thirty 
days.  If  30,061)  bushels  of  grain  are  shipped  from  Chicago  on  any  one 
day,  destined  to  this  city,  a  considerable  portion,  say  a  third,  will  be 
delivered  in  New  York  in  eight  and  ten  days,  and  the  remaining  portion 
may  be  anywhere  from  twelve  to  thirty  days." 

"  Time-contracts  for  the  transportation  of  property  by  rail  are  excep- 


TRANSPORTATION    TO    THE    SEABOARD.  143 

tional,  aud  are,  as  a  general  rule,  declined  by  the  railway  companies. 
The  losses  of  property  in  transit  by  rail  are  frequent,  and  especially  so 
during  the  fall  and  winter  months,  when  there  is  a  pressure  of  business 
consequent  upon  the  close  of  the  water  lines  by  frost,  and  portions  of 
shipments  are  not  unfrequently  a  month  or  more  in  time  of  transit  for 
long  distances  from  interior  points  to  this  city.  The  time  of  the  transit 
of  property  by  rail  from  Buffalo  to  New  York  ranges  from  four  to 
twenty  days  when  transported  on  the  company's  cars.  Shipments  of 
grain  from  Buffalo,  to  the  extent  of  fifty  cars  or  less  by  one  shipper  at  one 
time,  will,  most  of  it,  go  through  in  four  to  five  days,  and  the  remain- 
ing portion  will  be  probably  eight,  ten,  twelve,  fifteen,  and  twenty  days. 
Shipments  without  this  irregularity  in  time  are  the  exception.  Tbe  gen- 
eral rule  is  irregularity  in  transit,  ranging,  when  transported  on  the  cars 
of  the  railroad  companies,  from  four  to  twenty,  and  even  thirty  days 
from  Buffalo  to  New  York.  The  larger  portion  of  any  one  shipment 
from  Buffalo  is  usually  delivered  in  New  York  on  the  minimum  time  of 
four  and  five  days,  and  the  remaining  portion  of  any  one  shipment  of 
from  twenty-five  to  fifty  cars,  irregularly  iu  from  eight  to  thirty  days. 
The  average  time  is,  approximately,  six  to  seven  days,  taking  the  whole 
of  any  one  shipment  of  from  twenty-five  to  fifty  cars  of  freight/' 

If  freights  which  should  be  carried  in  less  than  four  days,  on  schedule 
time,  are  from  eight  to  thirty  days  on  the  way,  it  is  evident  that  the  cost 
of  such  carriage  is  very  largely  increased  by  the  present  tardy  and  un- 
certain system. 

CAPACITY   OP  A   DOUBLE-TRACK  FREIGHT-RAILWAY. 

Opinions  upon  this  point  vary  widely.  Several  authorities  are  sub- 
mitted; Mr.  Worcester  (secretary  of  the  New  York  Central  Bail  way, 
evidence,  pages  104,  165)  says  "  the  practical  capacity  of  a  double-track 
road  exclusively  for  freight  is  not  yet  fully  ascertained.  The  theoretical 
capacity  of  such  a  line  could  be  very  easily  stated,  but  the  practical 
capacity  depends  on  things  that  do  not  pertain  entirely  to  the  road 
itself.  The  theoretical  capacity  of  a  road  might,  in  a  general  way,  be 
said  to  be  trains  following  each  other  at  certain  intervals  uniformly 
during  the  twenty-four  hours.  That  capacity  could  be  very  easily  com- 
puted. 

"Mr.  Conkling.  What  is  your  understanding  of  that? 

"Mr.  Worcester.  The  capacity  of  a  road  of  that  kind  would  be. 
I  should  say,  enough  to  move  10,000,000  tons  a  year.  I  mean  move  and 
deliver  or  discharge  that  tonnage,  taking  the  probable  chances  of 
blocks  and  accumulations.  In  other  words,  a  road  of  that  kind  could 
be  worked  efficiently  and  effectively  to  that  extent,  when  provided  with 
the  proper  amount  of  equipment. 

"Mr.  Conkling.  That  would  be  trains  running  bow  often  each  way? 

"Mr.  Worcester.  About  one  hundred  trains  a  day  of  twenty-five 
cars  to  a  train. 

"Mr.  Conkling.  How  many  cars  a  day? 


144  TRANSPORTATION    TO    THE    SEABOARD. 

"Mr.  Worcester.  Two  thousand  five  hundred  cars.  This  estimate 
of  tonnage  is  founded  on  what  would  be  the  actual  freight  in  both 
directions.  In  round  numbers  we  could  scud  2,500  cars  from  New  York 
to  Buffalo,  and  2,500  cars  from  Buffalo  to  New  York,  but  the  cars  going- 
west  could  not  run  full  loaded,  and  so  the  tonnage  would,  under  any 
circumstances,  fall  below  what  the  simple  ability  to  move  cars  would 
indicate." 

Mr.  Hayes,  general  manager  of  the  Blue  Line  (evidence,  pages  13 
1-i),  expresses  the  opinion  that  trains  running  at  twelve  miles  per  hour 
should  not  be  permitted  to  run  more  frequently  than  once  every  fifteen 
minutes,  and  that  "  there  would  be  no  such  necessity  as  that,  because 
at  the  destination  you  could  not  handle  the  property."  He  thinks  that 
including  handling  at  terminals  the  practical  capacity  would  not  exceed 
a  train  for  every  thirty  minutes.  On  the  other  hand,  Mr.  A.  J.  Cassatt 
(general  manager  of  the  transportation  department  of  the  Pennsylvania 
Central  Railroad,  evidence,  page  48),  in  answer  to  the  question,  "How 
frequently  could  trains  run  in  your  judgment  upon  an  exclusively 
freight  road?"  says,  "I  do  not  think  you  could  run  them  closer  than 
every  fifteen  minutes,  on  an  average,  throughout  the  twenty-four  hours. 
We  run  our  freight-trains  in  sections,  with  five  minutes  between  each 
train  ;  that  is  to  say,  we  run  from  six  to  twelve  trains,  or  sections,  as  we 
call  them,  on  one  schedule ;  but  I  do  not  think  you  could  run  trains 
closer,  on  an  average,  for  twenty-four  hours,  than  fifteen  minutes  apart, 
in  each  direction,  on  a  double-track  road,  because  if  you  did  the  slight- 
est detention  here  or  there  would  block  everything  back ;  you  must 
make  allowances  for  necessary  delays  and  detentions. 

"  The  Chairman.  Would  you  not  have  to  make  an  allowance  for  time 
to  repair  your  track  ? 

"  Mr.  Cassatt.  That  would  be  included  in  the  fifteen  minutes'.  I 
think  you  could  run  about  one  hundred  trains  a  day,  in  each  direction." 

Mr.  H.  D.  Whitcomb,  chief  engineer  of  the  Chesapeake  and  Ohio 
Railroad   Company,  in  a  letter   to  the  chairman  of  this   committee, 

says : 

"  Suppose  the  repairs  occupied  one-half  the  time,  and  that  the  trains 
were  kept  five  minutes  apart,  and  that  a  road  constructed  between  the 
Ohio  and  the  Atlantic,  as  is  entirely  practicable,  with  a  maximum  grade 
going  eastward  of  20  feet  per  mile,  the  load  of  an  ordinary  locomotive 
would  be  three  hundred  and  twelve  tons  net,  or  say  thirty-one  cars;  at 
eight  miles  per  hour  there  would  be  six  and  a  half  minutes  between  one 
locomotive  and  the  next — nine  trains  an  hour,  or  in  one-half  of  twenty- 
four  hours  one  hundred  and  eight  trains,  or  in  three  hundred  and 
twelve  days  10,782,720  tons  in  one  direction.  On  such  a  road,  doing  a 
maximum  business,  I  believe  freight  could  be  carried  at  one-half  the 
cost  per  ton  that  the  maximum  business  is  now  carried  on  for  on  exist- 
ing roads,  that  is,  where  the  slow  trains  are  necessarily  interfered  with 
by  fast  trains." 

The  committee  therefore  deem  it  safe  to  assume  that  the  capacity  of 
such  a  road  is  from  eight  to  ten  millions  of  tons  each  way,  which  may 
be  very  considerably  increased  by  the  adoption  of  the  English  block- 
system. 


TRANSPORTATION    TO    THE    SEABOARD.  145 

Economical  results  to  be  anticipated. 

The  cost  of  transportation  by  a  railroad  of  this  character  involves  so 
many  unknown  conditions,  that  any  estimate  of  its  probable  econom- 
ical results  must  be,  to  a  considerable  extent,  theoretical,  and  yet  we 
think  the  data  exists  from  which  a  reasonably  correct  conclusion  may 
be  drawn.  A  paper  submitted  to  the  committee  by  Mr.  W.  C.  Kibbe, 
of  the  Continental  Eailway  Co.  (appendix,  page  153),  contains  some 
valuable  statistics,  and  an  elaborate  estimate  on  this  point.  Its  compu- 
tations are  based  upon  a  first  class,  steel-rail,  double-track  railroad  from 
Council  Bluffs,  Iowa,  to  Xew  York  City,  1,221  miles  in  length,  estimated 
to  cost  when  fully  equipped  $225,000,000,  with  grades  not  exceeding  30 
feet  to  the  mile  going  eastward,  and  10  feet  to  the  mile  going  west.  The 
maximum  curves  are  estimated  to  be  1°,  or  upon  a  radius  of  1,433  feet, 
and  the  maximum  speed  of  trains  ten  miles  per  "hour,  or,  including 
stoppages,  two  hundred  miles  per  day.  Assuming  that  one  hundred 
trains  of  thirty  cars  each,  fully  loaded,  start  daily  each  way  from  a 
given  point  on  the  first  eight  hundred  miles  from  the  seaboard,  and  fifty 
trains  each  way  upon  the  western  division  of  the  road,  there  would  be 
one  thousand  trains  moving  in  both  directions  upon  the  road  at  all  times, 
and  the  annual  capacity  would  be  9,090,000  tons  each  way.  Estimating 
the  rate  at  six  mills  per  ton  per  mile,  on  a  tonnage  of  the  same  relative 
proportions  in  both  directions,  as  actually  existed  in  1872  on  the  Erie, 
Pennsylvania,  and  Philadelphia  and  Eeading  Bailroads  respectively,  and 
the  various  items  of  expenditure  as  reported  by  those  companies,  the 
financial  results  to  be  anticipated  from  a  double  track  freight-railway,  per- 
forming the  amount  of  business  above  named,  are  stated  as  follows : 

Expenses  and  earnings  compared. 

Interest  account. — Estimated  cost  of  road,  includiug  ail  stations  and 
grounds,  machine-shops,  water-tanks,  and  all  property  and  appliances 
appurtenant  to  the  realty,  $175,000,000,  as  follows  : 

Five  per  cent,  interest  on  $87,500,000,  first  mortgage  bonds. $1,  375,  000 

Eight  per  cent,  dividend  on  $87,500,000,  capital  stock 7,  000,  000 

Seven  per  cent,  interest  on  $50,000,000,  equipment  bonds. .  3,  500,  000 
To  annual  sinking-fund 1,  000,  000 

Total  annual  interest  account,  including  dividend  and 

sinking-fund 15,  875,  000 

which  would  be  a  daily  expense  of  $43,496,  and  divided  among  one 
thousand  trains,  would  amount,  per  train  per  day,  to  $43.49.* 

*  The  above  calculation  is  on  the  basis  of  starting,  on  the  average,  one  hundred 
trains  each  way  on  first  eight  hundred  miles  from  the  seaboard,  and  fifty  trains  each 
way  upon  the  western  division  of  the  road  daily,  which  would  give,  on  whole  road, 
oue  thousand  trains  moving  in  both  directions  at  all  times.  The  number  of  trains  per 
day  will  vary  with  the  demands  of  business.  This  estimate  gives  the  daily  average 
for  the  entire  year. 

P.  S. — The  equipment  will  consist  of  1,500  engines  and  .3*2,700  cars. 

S.  Pep.  307 10 


146  TRANSPORTATION    TO    THE    SEABOARD. 

Labor  account. — We  compute  labor  of  all  classes,  officers,  agents, 
skilled  and  unskilled  labor  required  in  all  departments  for  operating, 
replacement,  maintenance  of  way,  rolling-stock,  &c,  at  ten  and  two- 
sevenths  men  per  mile  of  single  track,  making  a  total  aggregate  on  this 
road  of  3G,000  men,  which,  at  the  average  wages  of  82.50  per  day,  would 
amount  to  890,000  per  day,  and,  on  the  foregoing  basis,  to  890  per  train 
per  day.* 

Material  account,  other  than  labor — Rolling-stock. — The  Philadelphia 
and  Reading  Railroad  Company  gives  the  cost  of  repairs  of  engines  and 
tenders  per  mile  run  at  2£  cents,  which,  upon  the  basis  of  operation  given 
for  this  road,  would  be  as  follows,  viz : 

Cost  of  repairs  of  engines  and  tenders  per  mile  per  day  (two  hun- 
dred miles,  at  2^  cents  per  mile) $5  00 

The  same  company  gives  the  cost  of  repairs  and  replacements  of 
coal  and  freight  cars  at  19.7  cents  each  per  day,  which  would 
be,  per  train  of  30  cars 5  91 

Total  cost  per  train  per  day 10  91 

The  Pennsylvania  Central  Railway  Company  gives  the  cost  of  repairs 
of  engines  and  tenders  for  1871  at  6.8  cents  per  mile  run,  which,  at  above 
comparison — 2.9  cents  for  materials  and  3.9  cents  for  labor — would  give 
for  a  run  of  two  hundred  miles,  as  follows : 
Cost  of  materials  used  for  repairs  of  engines  and  tenders,  per 

train  per  day « 5  80 

The  same  company  gives,  as  cost  of  repairs  of  freight  cars,  18.3 

cents  per  day,  which,  for  30  cars,  would  give,  per  train  per 

day ...... 5  49 

Total  cost  per  train  per  day 11  29 

"We  have  estimated  cost  of  materials  used  for  repairs  of  rolling-stock, 
adapted  to  the  business,  and  the  manner  of  operating,  at  $6.50  per  train 
per  day ;  but,  to  be  sure  of  covering  fully  this  item  of  cost,  we  give  it 
in  this  estimate,  as  per  train  per  day,  813. 

The  design  of  the  company  is,  by  the  construction  of  its  special  freight 
cars,  while  preserving  the  requisite  strength,  capacity,  and  durability, 
to  greatly  reduce  the  weight  of  its  grain  and  other  cars,  thereby  saving 
largely  in  dead  weight  to  be  hauled,  over  those  now  in  use  for  similar 
purposes  by  other  roads. 

Material  account  other  than  labor — Roadway. — The  Baltimore  and  Ohio 
Railway  Company  gives  as  the  cost  of  materials  for  maintenance  of  way 
on  that  road  at  8914,174.53  per  annum,  equal  to  $660.30  per  mile,  which 
on  Continental  Railway  would  give  per  train  per  day  86.39. 

The  Pennsylvania  Central  Railroad  Company  gives  as  the  total  cost 

*  The  number  of  men  employed  in  all  capacities  on  the  New  York  Central  Railroad 
and  the  Philadelphia  and  Reading  Railroad  is  ten  men  per  mile,  and  the  average  wages 
paid  is  about  $2  per  clay  upon  all  the  trunk  roads  in  the  country. 


TRANSPORTATION    TO    THE    SEABOARD.  147 

of  maintenance  of  way  $2,330  per  mile  per  annum,  which,  after  deduct- 
ing the  cost  of  labor  on  above  basis,  would  give  as  the  cost  of  materials 
used  on  roadway  account,  applied  to  the  Continental,  as  follows  :  Cost 
of  materials  per  train  per  day,  $9.77.  We  give  this  estimate  per  train 
per  day  812.20.* 

We  estimate  the  cost  of  materials  for  maintenance  of  way,  with 
steel  rails,  107  tons  per  mile,  at  $120  per  ton,  to  last  fifteen 

years;  which  would  give  per  train  per  day $8  21 

Ties,  2,G00  per  mile,  to  last  six  years,  and  to  cost  60  cents  each, 

would  give  per  train  per  day 2  49 

Total 10  70 

Experience  has  demonstrated  the  fact  that  steel  rails  are  much  the 
cheapest  that  can  be  laid  down. 

The  chief  engineer  of  the  Philadelphia  and  Eeading  Eailroad  in  his 
report  of  January,  1873,  says  that  of  3,350  tons  of  solid  steel  rails  laid 
down  on  his  road  since  1867,  less  than  15  tons  have  been  moved  from 
the  track ;  and  those  have  been  taken  from  places  where  the  life  of  iron 
rails  had  been  found  not  to  exceed  four  months. 

Train  supplies. 

Coal,  ten  tons  per  day,  at  $3.50 $35  00 

Oil  and  waste  per  day ., 5  00 

Water 1  00 

Total 41  00 

Recapitulation. 

Interest  account,  per  train  per  day $43  49 

Labor  account,  per  train  per  day „ 90  00 

Material,  rolling-stock,  per  train  per  day 13  00 

Material,  roadway,  per  train  per  day 12  20 

Train  supplies,  per  train  per  day 41  00 

199  69 

Total  expenses  per  train  per  day  of  moving  300  tons  200  miles,  $199.69. 

The  Philadelphia  and  Eeading  Eailroad  Company  gives  as  cost  of 
running  a  train  carrying  520  tons  a  round  trip  of  190  miles  at  $157.55, 
not  including  maintenance  of  way  and  rolling-stock,  at  which  rate  300 
tons  could  be  moved  200  miles  for  $95.64.  Add  interest,  $13.49,  mainte- 
nance of  way,  $12.20,  and  it  makes  $151.33,  leaving  a  margin  of  $18.36 
per  day  in  our  favor  for  taxes,  damages,  &c.t 

*  Both  of  the  above  roads  are  substituting  steel  rails  for  iron  as  rapidly  as  possible, 
and  when  this  substitution  is  completed  it  will  result  in  a  large  reduction  of  tbe  cost 
of  materials  for  maintenance  of  roadway. 

t  All  the  items  for  operating  and  replacements,  given  above,  are  believed  to  be 
largely  in  excess  of  what  will  be  the  actual  cost  on  this  load. 


148  TRANSPORTATION  TO  THE  SEABOARD. 

Earnings. — The  earnings  of  a  train  of  30  cars  carrying  300  tons  two 
hundred  miles  per  day,  at  6  mills  per  ton  per  mile,  is  $3G0. 

Cost  of  running  a  train,  including  all  expenses  of  the  road,  is,  accord- 
ing to  above  estimate,  per  day  $199.09. 

The  bulk  of  the  freight,  however,  upon  an  east  and  west  trunk-road, 
being  from  west  to  east,  it  will  be  necessary  to  compute  earnings  and 
costs  in  both  directions,  taking  two  trains,  one  moving  east,  the  other 
west. 

The  Erie  Railway  Company  for  1872  gives  their  eastward  tonnage  at 
075,285  tons ;  westward  tonnage,  274,840  tons.  This  ratio  on  Conti- 
nental Eoad,  the  train-earnings  would  be  as  follows,  viz : 

For  eastward  train $300  00 

For  westward  train 140  52 

Total  for  two  trains  per  day  500  52 

Cost  of  two  trains  per  day „ 399  38 


107  14 

Surplus  profits,  after  paying  interest  and  dividends,  per  train.       53  57 

The  Pennsylvania  Central  Railroad  Company  gives  their  rate  of  ton- 
nage 1,000  tons  east  to  280  west,  which  would  give  on  Continental  Road 
a  surplus  per  train  per  day  of  $31.79. 

This  computation,  it  will  be  observed,  is  based  upon  the  several  items 
of  expenditure  of  the  leading  railways  to  which  it  refers,  and  upon  an 
assumed  charge  of  0  mills  per  tou  per  mile.  The  lowest  "  surplus  per 
train  per  day,"  resulting  from  a  proportion  of  east  and  west  tonnage 
corresponding  to  that  of  the  Pennsylvania  Railroad,  gives  for  a  year  an 
excess  of  receipts  over  all  expenditures,  including  interest  and  dividends, 
of  $9,950,000  (31.79  x  1,000  x  313  =  $9,950,000).  Estimated  upon  the 
proportionate  tonnage  in  both  directions  on  the  Erie  Railway,  the  excess 
of  annual  receipts  over  all  expenditures  is  $10,707,410.  This  would  seem 
to  be  a  large  enough  margin  for  ordinary  contingencies.  In  order  to  test 
the  accuracy  of  the  above  estimate  of  expenditures,  the  committee  have 
adopted  a  basis  of  comparison  entirely  different  from  that  therein  as- 
sumed. The  above  being  based  upon  the  various  items  of  cost  for 
labor,  material,  supplies,  maintenance,  replacement  of  road,  buildings, 
&c;  ours  upon  comparison  of  the  cost  per  train-mile,  which  in  railway 
reports  usually  includes  every  kind  of  expenditure  except  interest  and 
dividends.  Deducting  the  daily  interest  account  for  each  train  ($43.49) 
from  the  total  estimated  daily  expenditures,  as  stated  above,  we  have  the 
cost  per  train,  615G.20  for  two  hundred  miles,  or  78  cents  per  train-mile. 
Is  this  an  underestimate f  The  average  expense  per  train-mile  in  Great 
Britain,  in  1870,  was  about  60  cents;  on  the  India  railways,  111  cents;  on 
the  Grand  Trunk  Railway  of  Canada,  92  cents.  On  the  Massachusetts 
railroads  it  ranged  from  90  cents  to  $1.78,  averaging  $1.31.     On  the  fol- 


TRANSPORTATION  TO  THE  SEABOARD. 


149 


lowing  roads  the  train-mileage  and  total  expenditures  are  reported  for 
1S72,  in  Poor  s  Manual,  from  which  we  deduce  the  cost  per  train-mile 
as  expressed  in  the  third  column  as  follows: 


Name  of  railroad. 


New  York  Central  and  Hudson  River 13,  380,  957 

Erie 12, 318,  504 

Lake  shore  and  Michigan  Southern 13,  477.  534 

Illinois  Central 5,888,226 


Total  expendi- 
tures, exclu- 
sive of  inter- 
est and  divi- 
dends. 


Cost  per 
train-mile. 


$13,764,673 
12,727,423 
11,473,031 

4,846,854 


$1  03 

1  04 

85 
82 


The  expenses  per  train-mile  given  on  all  the  above-mentioned  roads 
are  computed  by  dividing  the  entire  expenditures  (except  interest  and 
dividends)  by  the  whole  number  of  miles  run  by  fast  as  well  as  slow 
trains.  Xow,  if  it  be  borne  in  mind  that  on  account  of  the  more  expen- 
sive character  of  equipment,  greater  damage  done  to  the  road,  more 
costly  service  required,  &c,  the  cost  per  train-mile  for  a  passenger-train 
is  from  25  to  50  per  cent,  higher  than  for  a  slow  freight-train,  it  will  be 
seen  that  a  very  considerable  reduction  should  be  made  in  favor  of  the 
proposed  freight-road. 

And  again,  the  average  cost  per  train-mile  reported  in  England,  India, 
and  elsewhere,  includes  the  small  as  well  as  the  great  lines;  and  as  the 
"constant  expenditures"  are  the  same  whether  one  train  or  one  hundred 
trains  per  day  move  over  a  given  road,  it  is  obvious  that  the  expense 
per  train -mile  must  be  very  much  less  where  the  train-mileage  is  large 
than  where  it  is  small.  For  instance,  assuming  that  on  a  given  railroad 
the  "constant  expenses"  are  81,000,000  per  annum,  and  all  other  ex- 
penditures, which  depend  upon  the  number  of  miles  run,  are  40  cents 
per  train-mile,  the  decrease  of  expense  per  mile  in  proportion  to  the 
increase  of  train-mileage  will  be  expressed  as  follows: 


Expenses  per  train,  dependent   upon 
train-mileage.     Per  mile  run. 


Constant  ex- 
penses per 
annum. 


40cents §4,000,000 

40  cents j  4,000,000 

40cents ■  4,000,000 

40  cents 4,000,000 

40  cents 4,000,000 


Train  -mileage 
per  annum. 
No.  of  miles 


1,000,000 

2, 1 100,  000 

5,  000,  000 

10, 000,  000 

•20,000.  000 


E  x  p  e  n  ses 
per  train- 
mile. 


$4  40 

2  40 

1  20 

80 

60 


Another  practical  illustration  will  be  found  in  the  fact  that  while  the 
cost  per  train-mile  on  the  Lake  Shore  and  Michigan  Southern  line  was 
only  85  cents,  the  cost  on  Minnesota  roads,  where  the  traffic  is  compar- 
atively small,  averages  $1.41.    That  low  rates  would  create  an  immensely 


150  TRANSPORTATION    TO    THE    SEABOARD. 

increased  traffic,  and  that  the  increased  train-mileage  would  in  turn 
greatly  decrease  the  expenses  per  train,  is  apparent,  because  a  large 
proportion  of  the  expenses,  such  as  interest,  dividends,  maintenance  of 
road-bed,  bridges,  and  ditches,  and  replacement  of  ties  and  other  wood- 
work, are,  as  before  stated,  entirely  independent  of  the  amount  of  busi- 
ness performed,  and  the  expenses  affected  by  the  additional  train, 
mileage  do  not  increase  in  the  same  proportion,  but  in  a  much  lower 
ratio.  This  is  well  illustrated  by  Mr.  Joseph  D.  Potts,  president  of  the 
Empire  Transportation  Company,  in  a  paper  entitled  "  The  science  of 
Transportation,-'  read  before  the  American  Social  Science  Association 
at  New  York,  October  28,  1800,  in  which  he  says  : 

"  Expenses  are  reduced  when  the  volume  of  tonnage  movement  in- 
creases. This  is,  indeed,  the  fundamental  condition  of  cheap  transporta- 
tion. The  forwarding  of  one  letter  by  special  messenger  across  the  con- 
tinent would  cost  hundreds  of  dollars;  but  if  sent  by  the  government 
mails  only  three  pennies.  The  cheap  service  by  the  latter  is  possible, 
because  it  simultaneously  performs  a  like  service  for  multitudes.  Prop- 
erty movement  is  governed  by  the  same  law. 

"To  exemplify,  contrast  certain  operations  in  1808  of  two  roads: 
The  New  York  and  Harlem  is  one  hundred  and  thirty-one  miles  long. 
The  Philadelphia  and  Eeading,  including  its  Harrisburg  branch,  is 
one  hundred  and  forty-seven  miles  long,  and  is  mostly  double-tracked. 
The  Harlem  moved  in  the  whole  year  287,000  tons ;  the  Eeading,  3,000,000 
tons  of  coal  and  1,200,000  tons  of  merchandise.  The  Harlem  moved 
15,000,000  tons  one  mile;  the  Eeading  300,000,000  tons  of  coal  and 
45,000,000  tons  of  merchandise  one  mile.  Note  the  financial  results: 
On  the  Harlem  the  expense  per  ton  per  mile  was  5.78  cents,  and  on 
the  Eeading  for  coal  1.08  cents.  The  Harlem  charged  the  public  an 
average  price  per  ton  per  mile  of  7.02  cents,  but  the  Eeading  on  coal 
only  1.74  cents."    The  latter  probably  made  the  most  money. 

General  Herman  Haupt,  an  engineer  of  large  experience,  states  that  in 
1850  it  was  found  by  the  department  of  transportation  on  the  Eeading 
Eailway  "that  the  expenses  that  would  be  increased  by  an  increased  ton- 
nage constitute  but  24  per  cent,  of  the  whole  expense  of  the  department, 
and  the  whole  increased  expense  amounted  to  only  .53  of  a  mill  per  ton 
per  mile.  In  the  department  of  maintenance  of  way,  the  only  item  seri- 
ously affected  by  an  increase  of  tonnage  was  the  wear  of  the  rail."  *  * 
"  The  renewals  of  rails  both  on  the  Pennsylvania  and  the  Eeading  Eail- 
way was  found  to  be  covered  by  one-third  of  a  mill  per  ton  per  mile. 
Only  9  per  cent,  of  the  maintenance  of  way  expenses  was  increased  by 
increased  tonnage,  the  other  items  remaining  stationary." 

Your  committee  are  therefore  of  the  opinion  that  a  charge  of  78  cents 
per  train-mile  is  nearly,  if  not  quite,  sufficient  to  meet  all  the  necessary 
expenditures,  including  interest  and  dividends,  on  an  exclusively  freight- 
road,  operated  at  a  low  and  uniform  speed,  and  performing  a  business 
equal  to  that  above  assumed. 

Estimating  the  probable  financial  results  to  be  secured  by  such  a 
road  upon  the  basis  of  a  charge  of  ~h  mills  per  ton  per  mile,  instead  of 
0  mills,  we  may  add  to  all  the  above-mentioned  items  of  expenditure 


TRANSPORTATION    TO    THE     SEABOARD.  151 

nearly  50  per  cent.,  and  still  have  an  annual  surplus  of  from  six  to  six- 
teen millions  of  dollars.  The  same  rate- of  charges  would  allow  an  ex- 
penditure of  81.15  per  train-mile,  without  diminishing  the  annual  sur- 
plus of  receipts ;  or,  the  expenditures  and  traffic  remaining  as  above 
estimated,  a  charge  of  7£  mills  per  ton  per  mile  would  give  an  annual 
surplus  of  $33,000,000. 

Advantages  and  disadvantages  both  political  and  economic. 

The  fallacy,  if  there  be  any,  in  the  financial  results  just  submitted,  will 
probably  be  found  in  the  assumption  that  a  regular  and  uniform  traffic  as 
large  as  that  supposed  will  be  obtained  throughout  the  year.  The  wheat 
crop  of  the  Mississippi  Valley  is  usually  harvested  in  July  and  August, 
the  corn  crop  in  October  and  November,  and  the  great  movement  to  east- 
ern markets  is  mainly  in  September,  October,  and  November:  but  with 
reliable  transportation  facilities,  at  the  rates  named,  during  the  winter 
months,  we  are  inclined  to  believe  that  this  movement  would  be  much 
more  evenly  distributed  throughout  the  year  than  at  present.  And 
again,  the  local  development  of  mineral  and  agricultural  products  and 
manufacturing  industries  that  would  be  created  by  a  road  carrying  at  6 
mills  per  ton  per  mile  would  also  go  far  toward  supplying  it  with  a  uni- 
form and  steady  traffic.  In  a  country  so  rich  in  resources  of  every  kind, 
and  containing  a  population  so  enterprising  as  our  own,  it  is  difficult  to 
conceive  the  results  that  would  be  produced  by  a  constant  and  reliable 
means  of  transportation  at  this  low  rate.  Not  only  would  the  local  traf- 
fic be  developed  to  an  extent  not  now  dreamed  of,  but  the  products  of 
the  West  would,  in  a  short  time,  be  more  than  quadrupled.  Six  mills 
per  ton  per  mile  would  carry  a  bushel  of  wheat  or  corn  from  the  Missis- 
sippi to  New  York  for  about  20  cents.  The  average  cost  for  the  last  five 
years  has  been  by  rail  about  50  cents  per  bushel,  and  by  water  and  rail 
(rail  to  Chicago  and  water  to  New  York)  10  cents.  Decrease  the  dis- 
tance from  market  one-half,  as  would  be  the  effect  of  such  a  road,  and 
the  valley  of  the  Mississippi  will  feed  the  world.  The  future  products 
of  her  incomparably  fertile  fields  and  her  unnumbered  millions  of  ani- 
mals will  supply  an  ample  tonnage  for  all  the  channels  of  commerce  that 
can  be  made.  The  capacity  and  wonderful  growth  of  that  country  are 
well  illustrated  by  the  State  of  Minnesota.  Thirteen  years  ago  she  im- 
ported her  breadstuff's;  to-day  she  is  first  among  the  wheat-growing 
States  of  the  Union,  and  yet  less  than  five  per  cent,  of  her  land  is  im- 
proved. One-half  of  her  rich  prairies  under  cultivation  would  produce 
more  wheat  than  was  raised  in  the  entire  country  in  1870.  Minnesota 
is  but  one  of  many  in  the  bright  galaxy  of  States  which  stand  ready  to 
pour  their  inexhaustible  treasures  upon  any  channel  of  commerce  that 
will  afford  the  necessary  facilities. 

The  effects  of  a  reduction  of  charges  upon  the  increase  of  railway 
traffic  and  profits  are  well  illustrated  in  the  history  of  the  Belgian 
railways.    A  reference  to  table  (appendix,  page  227)  will  show  that 


152  TRANSPOETATION  TO  THE  SEABOARD. 

from  1837  to  1851,  inclusive,  the  state  railways  of  Belgium  were  worked 
at  a  heavy  annual  loss,  ranging  from  $62,766  in  1851  to  81,261.175  in 
1S11,  the  average  annual  loss  for  the  11  years  being  $444,982,  and  the 
aggregate  loss  for  that  period  $6,229,717.  In  1815,  with  four  hundred 
and  four  miles  of  railway  operated  by  the  state,  the  net  profits  reached 
$601,591 ;  but  in  1850  they  had  fallen  off  again  to  $325,663. 

"The  minister  then  commenced  a  system  of  special  scales  of  low 
charges,  and  finding  these  successful  in  particular  places  and  for  par- 
ticular commodities,  the  system  was  generally  extended  until  the  entire 
charges  for  goods  traffic  had  been  modified  and  considerably  reduced, 
the  chief  characteristic  of  the  charges  being  the  introduction  of  the  prin- 
ciple that  the  charge  per  league  should  decrease  as  the  distance  the 
goods  were  carried  increased."     (Irish  commission,  second  report,  p.  8.) 

The  table  of  charges  (appendix,  page  227)  shows  the  nature  and  ex- 
tent of  those  charges  on  fourth-class  goods.  The  effect  of  such  reduc- 
tions is  shown  in  the  steady  increase  of  net  profits  to  the  state,  rising 
from  $62,766  in  1856  to  $1,819,997  in  1861.  During  the  22  years  from 
1835  to  1856,  inclusive,  the  total  excess  of  expenditures  over  receipts 
on  all  the  state  railways  amounted  to  $3,803,997,  while  during  the 
eleven  years,  from  1857  to  1S67,  inclusive  (the  period  of  reduced  charges), 
the  aggregate  net  profits  from  the  working  of  the  state  railways 
amounted  to  $13,661,365. 

The  total  cost  of  the  state  railways  in  Belgium  to  the  end  of  the  year 
1867  was  £10,126,619,  and  the  amount  actually  redeemed  from  the  prof- 
its of  their  business  up  to  the  same  date  £1,970,899.  Hence  it  appears 
that  while  the  debt  had  increased  during  the  first  twenty-two  years  by 
the  amount  above  stated,  it  was  reduced  during  the  following  eleven 
years  (while  the  railways  were  worked  at  reduced  rates)  19  per  cent. 

The  effects  of  reduced  rates  on  the  increase  of  traffic  are  stated,  in 
1865,  by  M.  Vandersteckelin,  minister  of  public  works,  as  follows : 

"  These  reductions  were  commenced  in  1856,  when  the  weight  carried 
was  2,545,000  tons,  and  the  receipts  were  £166,244,  giving  on  the  aver- 
age about  3s.  8(7.  per  ton.  In  1864  the  weight  carried  was  5,251,000 
tons,  and  the  receipts  were  £695,232,  or  nearly  2s.  Sd.  per  ton. 

"The  increase  of  tonnage  at  the  end  of  the  eight  years  was  therefore. 
2,706,000  tons,  or  108  per  cent.  The  increase  of  gross  receipts  was 
£228,988,  or  19  per  cent. 

"It  was  necessary  to  expend  capital  during  this  period  for  the  supply 
of  additional  rolling-stock,  and  in  providing  station  and  other  accom- 
modation for  the  increased  traffic.  This  expenditure  amounted  to 
£1,213,120,  the  interest  on  which  at  the  rate  of  5  per  cent,  per  annum 
is  £62,160." 

The  minister  sums  up  by  saying  that  "in  eight  years  the  charges  on 
goods  have  been  lowered  on  an  average  28  per  cent. ;  that  the  public 
have  dispatched  2,706,000  additional  tons  of  goods;  that  they  have 
economized  upwards  of  £800,000  on  the  cost  of  carriage ;  and  yet  the 
public  treasury  has  realized  £231,210  profit  after  having  paid  the  cost 
of  working  and  the  interest  of  additional  capital."  (Irish  commission T 
second  report,  page  12.) 


TRANSPORTATION  TO  THE  SEABOARD.  153 

A  further  reduction  made  in  1S64  was  followed  by  still  more  remark- 
able results.  In  18G3  the  tonnage  carried  on  state  railways  was  4,470,000 
tons;  in  1866  it  had  risen  to  6,533,000  tons. 

A  reduction  of  fares  on  the  London  and  Brighton,  England,  in  1869, 
produced  like  results. 

"  In  June,  1868,  when  the  fares  were  raised,  they  carried  8,000,000  pas- 
sengers; in  1869  they  carried  only  7,782,'000,  but  that  year  the  fares 
were  reduced  and  they  carried  8,891,000,  the  next  year  9,970,000,  and  in 
1872  they  still  progressed  and  carried  another  million  passengers. 

"When  the  fares  were  reduced  in  1868  and  1869,  the  traffic  receipts 
for  the  twelve  months  were  £1,274,000,  but  in  1869  and  1870  they  were 
only  £1,283,000,  showing  during  the  twelve  months  during  which  the 
increased  fares  were  in  force  an  increase  only  of  £9,00') ;  in  fact,  prac- 
tically, they  had  been  stationary.  Then  they  began  to  reduce  the  fares, 
and  although  it  took  some  little  time  before  that  alteration  produced 
an  effect  upon  the  traffic,  still  in  the  next  twelve  months,  1870  and  1871, 
the  traffic  increased  by  £37,000,  bringing  it  up  to  £1,320,000  for  the 
half  year.  Then  the  operations  of  the  reduced  scale  got  into  full  work 
and  the  result  was  that  in  the  next  two  years  the  receipts  increased 
from  £1,320,000  to  £1,520,000.  In  other  words,  when  they  increased 
the  fares  they  did  not  increase  the  traffic ;  but  when  they  reduced  them 
they  increased  the  receipts  £100,000  a  year  for  two  years  successively." 

These  experiences  ought  to  suggest  to  railway  managers  the  policy  of 
relying  upon  a  large  business  at  low  rates,  rather  than  upon  high  rates 
on  a  small  traffic.  In  no  country  in  the  world  are  the  possibilities  in 
this  direction  so  great  as  in  the  United  States,  and  we  may  add,  nowhere 
is  this  policy  so  imperatively  demanded.  Their  variety  of  soil,  climate, 
and  productions,  their  infinite  diversity  of  labor  and  enterprise,  the 
long  distances  which  intervene  between  producers  and  consumers,  all 
point  to  the  necessity  of  cheap  communication,  and  promise  the  richest 
rewards  for  its  accomplishment. 

It  will  be  seen  by  reference  to  appendix,  page  228,  that  in  Belgium 
fourth-class  goods,  corresponding  substantially  to  the  same  classification 
in  this  country,  are  carried  a  distance  of  one  hundred  and  fifty-five 
miles  for  .37  of  a  penny,  which  is  the  equivalent  of  7.4  mills  per  ton  per 
mile,  including  terminals.  Estimating  the  terminal  expenses  at  only  15 
cents  per  ton,  the  actual  transportation  charge  would  be  6.4  mills  per 
ton  per  mile. 

It  cannot  be  said  that  the  cheap  construction  of  the  Belgian  railways 
enables  the  state  to  work  them  at  rates  lower  than  can  be  afforded  in 
the  United  States,  for  including  equipment,  the  state  railways  cost 
nearly  £24,000,  or  $116,000  per  mile.  (Statement  of  M.  Fassiaux,  ap- 
pended to  report  of  the  commission  of  1866.) 

A  first-class  double-track  railroad  of  the  best  steel  rails  between  the 
Atlantic  Ocean  and  the  Mississippi  Biver  should  not  cost,  with  ample 
equipment,  over  $100,000  per  mile.  The  difference  in  the  necessary 
cost  would  nearly  counterbalance  the  difference  in  the  value  of  money 
in  the   two   countries.    The  heavy  cost   of  the   Belgian   railways  is 


154  TRANSPORTATION    TO    THE    SEABOARD. 

accounted  for  by  the  fact  that  interest  was  charged  to  capital  account 
while  the  lines  were  under  construction,  and  the  investment  was  neces- 
sarily unproductive,  and  also  by  the  fact  that  for  the  sixteen  years  in 
which  the  expenditures  exceeded  the  receipts,  the  deficiency  was  paid 
by  the  treasury  and  charged  against  the  railways.  But,  notwithstand- 
ing their  heavy  cost  and  the  low  rate  of  charges,  they  paid  5i  per  cent- 
in  1858,  6 J  per  cent,  in  18G0,  and  7  per  cent,  in  1870 ;  7  per  cent " 
in  that  country  being  equal  to  10  or  12  per  cent,  in  the  United  States. 
Nor  is  the  tonnage  moved  on  the  Belgian  railways  so  exceptionally 
large  as  to  enable  them  to  carry  at  lower  rates  than  can  be  afforded  on 
a  great  trunk-line  in  the  United  States.  In  the  year  1866,  when  the  low 
rates  were  maintained  and  the  net  profits  to  the  state  were  $1,009,396, 
the  four  hundred  and  ninety  miles  of  railway  operated  by  the  state  car- 
ried 6,533,000  tons  of  goods  of  all  classes.  In  1873  the  Pennsylvania 
Railroad  moved  7,811,778  tons  (exclusive  of  fuel  and  other  materials 
for  the  company's  use),  being  21,912  tons  for  each  mile  of  the  Pennsyl- 
vania road,  against  13,332  tons  for  each  mile  worked  by  the  government 
of  Belgium.  A  first-class  railroad  from  the  Mississippi  Valley  to  the 
Atlantic,  devoted  exclusively  to  freight  and  carrying  at  low  rates, 
would  undoubtedly  have  a  tonnage  very  much  greater  than  that  of  the 
Belgian  railways,  and  as  it  would  have  the  advantage  of  long  distances, 
less  cost  of  construction,  and  no  interference  from  fast  trains,  we  can 
see  no  reason  why  it  should  not  carry  very  nearly  as  cheaply. 

Whether,  therefore,  the  probable  economical  results  be  estimated  from 
the  various  items  of  expenditure  on  existing  roads,  or  from  a  compari- 
son of  the  cost  per  train-mile  on  leading  railways  in  this  and  other 
countries,  or  upon  the  basis  of  actual  charges  on  the  state  roads  of  Bel- 
gium, your  committee  are  forced  to  the  conclusion  that  the  reduction  of 
freight-charges  to  6  mills  per  ton  per  mile,  on  fourth-class  goods,  such  as 
western  cereals,  is  not  beyond  what  may  reasonably  be  anticipated  from 
an  exclusively  freight-railroad  economically  constructed  and  managed. 
But,  in  order  to  cover  all  contingencies,  the  committee  add  25  per  cent., 
making  the  charge  7£  mills  per  ton  per  mile.  This  estimate  is  sustained 
by  Mr.  Hayes,  a  railway  operator  of  large  experience,  who  says :  "  By 
running  a  train  every  half  hour  on  grades  where  you  could  run,  say, 
thirty  or  thirty -five  cars,  you  might  possibly  reduce  the  charge  to  three- 
quarters  of  a  cent  per  ton  per  mile;  that  is,  by  taking  that  amount  of 
business.  The  increased  business  diminishes  the  cost  per  ton  upon  your 
expenditure  for  roadway  very  rapidly."  (Evidence,  p.  12.)  The  evidence 
is  very  conclusive  that  trains  may  be  run  as  often  as  once  every  fifteen 
minutes  or  less,  which  would  reduce  the  cost  very  considerably  below 
Mr.  Hayes's  estimate. 

In  an  address  delivered  in  1873,  before  the  American  Association  of 
Engineers  at  Louisville,  Ky.,  Mr.  W.  P.  Shinn,  formerly  general  freight - 
agent  of  the  Pittsburgh,  Fort  Wayne  and  Chicago  Railway,  stated  that 
freights  have  been  taken  from  Chicago  to  New  York  at  7  mills  per  ton 


TRANSPORTATION  TO  THE  SEABOARD.  155 

per  mile,  and  he  insisted  that  even  at  this  rate  the  traffic  was  profita- 
ble. 

The  average  charge  for  the  transportation  of  wheat  from  the  Missis- 
sippi River  to  New  York,  by  rail,  for  the  last  five  years,  is  $  1G.50  per 
ton,  equal  to  15.2  mills  per  ton  per  mile,  or  50  cents  per  bushel.  At  7  J, 
mills  per  ton  per  mile  the  cost  of  transport  would  be  $8.83  per  ton,  or 
26  cents  per  bushel. 

The  successful  operation  of  such  a  railway  would  compel  existing  lines 
to  adopt  substantially  the  same  system  and  the  same  rates.  Heretofore 
railway  operators  have  generally  studied  how  to  make  the  largest  prof- 
its out  of  a  given  amount  of  traffic.  By  this  means  they  would  be  com- 
pelled to  study  the  cheapest  modes  of  transport  and  the  largest  possible 
increase  of  business.  Instead  of  stock-inflations,  for  speculative  pur- 
poses, and  profits  squandered  on  favorites,  or  in  useless  expenditures, 
they  would  be  compelled  to  seek  the  extension  and  improvement  of  their 
facilities.  Railway  transportation  is  yet  in  its  infancy.  "We  have  learned 
how  to  transport  by  rail,  but  not  how  to  do  it  cheaply.  Under  the  stim- 
ulus of  a  competition  that  neither  bribery  nor  combination  could  remove, 
the  business  talent  and  inventive  genius  of  the  country  would  be  taxed 
to  their  utmost  to  devise  the  cheapest  possible  modes  of  transportation. 
The  possibilities  in  this  direction  are  as  difficult  to  estimate  as  our  ex- 
isting achievements  would  have  been  fifty  years  ago.  Take,  for  instance, 
the  one  matter  of  "  dead  weight."  A  loaded  car  carries  only  the  equiva- 
lent of  its  own  weight  (ten  tons  of  paying  freight).  It  is  said  by  prac- 
tical railway  operators  of  the  largest  experience  that  an  improvement 
in  construction  which  shall  make  a  car  of  nine  tons  carry  eleven  tons 
of  freight  will  enable  such  car,  if  run  two  hundred  miles  per  day,  to 
make  a  greater  annual  profit  from  the  one  additional  ton,  at  the  rate  of 
1  cent  per  ton  per  mile,  than  the  entire  car  now  makes  under  the  present 
system.  This  is  cited  merely  as  an  illustration  of  what  may  be  accom- 
plished in  one  direction.  There  are  many  other  ways,  such  as  improve- 
ments in  motive-power  and  roadway,  in  which  the  cost  may  be  very 
greatly  reduced,  and  we  have  no  doubt  will  be,  when  the  proper  stimu- 
lus to  the  study  of  economy  is  applied.  Believing  that  the  great  bene- 
fits above  mentioned,  and  many  others,  may  be  secured  through  the 
agency  of  a  government  freight-railway,  tbe  committee  proceed  to  in- 
quire how  it  may  be  obtained.  The  answer  to  this  question  necessarily 
im  plies: 

1.  That  the  government  shall  construct  one  or  more  new  lines;  or, 

2.  That  it  shall  purchase,  by  agreement  with  the  owners,  one  or  more 
existing  roads ;  or, 

3.  That  one  or  more  existing  roads  shall  be  taken  for  public  use, 
paying  j n st  compensation  therefor;  or, 

4.  That  a  new  line,  or  lines  shall  be  subsidized  with  conditions  as  to 
charges  and  management,  and  a  reservation  of  the  right  to  take  pos- 


session  and  operate  it  upon  fair  and  equitable  terms,  in  the  event  of 
failure  to  comply  with  such  conditions. 

Various  methods  of  operating  the  proposed  government  railway  have 
been  suggested,  among  which  may  be  named : 

1.  Actual  management  by  government  officers  or  trustees  of  both  the 
roadway  and  traffic. 

2.  The  government  to  furnish  the  roadway,  and  corporations  or  indi- 
viduals to  operate  it  with  their  own  locomotives,  cars,  &c. 

3.  The  entire  ownership  and  operation  of  the  line  to  be  in  the  hands  of 
a  corporation,  but  subject  by  its  charter  to  the  supervision  aud  control 
of  the  government  both  as  to  charges  and  management. 

The  construction,  purchase,  or  condemnation  for  public  use  of  the  pro- 
posed line  of  railway  involves  an  expenditure  of  from  675,000  to  $100,000 
per  mile,  depending  upon  the  character  of  the  country  through  which 
it  passes,  making  an  aggregate  expenditure  for  a  line  from  the  Missis- 
sippi Eiver  to  the  seaboard,  of  from  one  hundred  millions  to  one  hun- 
dred and  twenty-five  millions  of  dollars.  The  subsidy  plan  would  re- 
quire a  guarantee  of  interest  on  a  portion  of  that  sum,  the  balance  to 
be  raised  by  the  stockholders.  The  former  requires  much  the  larger 
immediate  expenditure,  though  neither  method  necessarily  involves  the 
loss  of  a  dollar  by  the  government  or  the  least  increase  of  taxation.  If 
properly  guarded  in  the  charter,  both  methods  may,  we  belie  re,  be  made 
to  reimburse  the  government  to  the  last  penny,  without  danger  of  fail- 
ure. Either  would  imply  an  increase  of  the  nominal  obligations  of  the 
government,  but,  unlike  an  indebtedness  created  by  war,  this  obligation 
would  be  coupled  with  the  amplest  means  of  repayment.  The  property 
for  which  the  money  would  be  expended  would  itself  provide  the  rev- 
enue to  meet  the  interest  on  the  increased  debt.  So  far  from  increasing 
taxation  it  would,  as  before  stated,  vastly  reduce  the  transportation 
taxes  now  paid  by  the  public,  and  by  the  increase  of  value  which  it 
would  give  to  the  productive  property  of  the  nation,  it  would  actually 
diminish  the  burden  of  our  present  indebtedness.  The  public  debt  of 
a  nation  is  large  or  small  according  to  the  proportion  it  bears  to  the 
public  wealth.  There  are  two  methods  of  diminishing  this  further.  One 
is  by  taxation  for  its  payment,  thereby  crippling  the  industries  of  the 
people  and  retarding  the  growth  of  the  country;  the  other  is  by  develop- 
ing its  commerce  and  stimulating  its  products,  thereby  increasing  its 
wealth  and  diminishing  the  percentage  which  the  debt  bears  to  the  tax- 
able property  out  of  which  it  must  be  paid.  Hence  we  conceive  that  a 
judicious  expenditure  for  works  calculated  to  cheapen  and  facilitate  the 
internal  trade  of  a  great  country  like  ours  does  not  add  to  the  taxation 
of  the  people,  but  actually  diminishes  their  burdens. 

The  various  proposed  methods  of  management  all  range  themselves 
under  one  or  the  other  of  the  following  divisions : 

1.  By  the  government  directly,  through  its  own  agents  or  trustees. 

2.  By  a  kind  of  copartnership  between  the  government  and  private 


corporations,  by  which  the  former  shall  furnish  a  portion  of  the  capital, 
and  the  latter  conduct  the  business. 

Both  of  these  propositions  have  been  objected  to  on  account  of  the 
increase  of  federal  power  and  patronage  they  would  give,  and  the 
temptations  to  corruption  they  would  introduce.  Let  us  examine  briefly 
these  objections.  The  copartnership  plan  would  doubtless  confer  less 
power  and  patronage  than  the  other;  but,  in  the  judgment  of  the  com- 
mittee, it  would  be  less  efficient,  and  more  productive  of  corruption. 
The  experience  of  our  government  in  copartnerships  with  private  cor- 
porations has  not  been  such  as  to  commend  them  to  public  favor.  Nor 
is  there  anything  in  the  experience  of  other  countries  which  gives  as- 
surance of  reduced  charges  under  this  plan.  The  corrupting  tendency 
of  this  system  would  be  found  in  the  swarms  of  adventurers  who  would 
seek  the  aid  of  government  for  speculative  enterprises  and  personal 
gain ;  and  in  the  fact  that  it  would  separate  the  ownership  from  the 
control  of  the  property.  The  thing  regulated  would  inevitably  seek  to 
control  the  regulator,  and  in  a  contest  between  private  interest  and  the 
good-natured  but  somewhat  slow-moving  giant,  known  as  the  public 
(where  both  are  associated  iu  the  same  enterprise),  seldom  results  in 
favor  of  the  latter. 

The  next  inquiry  suggested  is.  are  the  real  dangers  to  be  apprehended 
from  government  ownership  greater  than  the  evils  existing  and  to  be 
anticipated  from  the  centralization  of  corporate  power  through  railway 
combinations  ?  If  we  take  the  only  parallel  illustration  that  cau  be 
drawn  from  experience  in  this  country — the  transmission  and  distribution 
of  the  mails  by  the  Post-Oflice  Department — we  find  nothing  to  excite  our 
apprehensions.  Though  the  employes  of  that  department  are  numbered 
by  tens  of  thousands,  and  scattered  throughout  every  part  of  the  country : 
though  they  not  only  handle  the  money  of  the  people  by  millions,  but 
are  also  charged  with  the  transmission  of  their  business  and  political 
secrets,  yet  it  is  safe  to  say  that  since  the  origin  of  the  government  no 
branch  of  the  public  service  has  given  more  satisfaction  or  been  less 
tainted  by  corruption.  Its  intimate  relations  with  the  public  cause  it 
to  be  guarded  with  the  utmost  vigilance,  and  the  people  are  less 
tolerant  of  malfeasance  there  than  in  any  other  department  of  the  gov- 
ernment. So,  too,  the  people's  railway,  if  one  should  be  constructed, 
would  be  so  directly  and  intimately  connected  with  the  interests  of  the 
public  that  every  dereliction  of  duty,  or  evidence  of  corruption,  would 
be  followed  by  the  most  speedy  and  condign  punishment.  No  adminis- 
tration would  venture  to  abuse  a  trust  so  sacred,  whatever  it  might  be 
guilty  of  in  other  matters. 

But  if  it  be  true  that  consolidation  is  the  natural  and  inevitable  law 
of  railway  development,  which  no  efforts  thus  far  have  been  able  to 
countervail,  we  may  be  compelled  to  choose  between  unlimited  centrali- 
zation of  power  in  the  hands  of  private  corporations,  and  a  limitation  of 
that  power  through  governmental  interference.     If  power  is  to  be  meas- 


158  TRANSPORTATION    TO    THE    SEABOARD. 

urecl  by  the  wealth  and  patronage  it  controls,  some  conception  may  be 
formed  of  the  vast  influence  wielded  by  the  railway  corporations  of  the 
country  from  the  fact  that  in  1872  their  aggregate  capital  amounted  to 
$3,159,423,057,  and  their  gross  revenues  to  $173,211,055.  The  wealth 
of  these  corporations  is  about  equal  to  the  entire  wealth  of  the  nation 
in  1810,  and  their  revenues  exceed  the  total  revenues  of  the  general  gov- 
ernment by  -$151,063,382.  In  the  matter  of  taxation,  there  are  to-day 
four  men  representing  the  four  great  trunk-lines  between  Chicago  and 
New  York  who  possess,  and  who  not  uufrequently  exercise,  powers 
which  the  Congress  of  the  United  States  would  not  venture  to  exert. 
They  may,  at  any  time,  and  for  any  reason  satisfactory  to  themselves, 
by  a  single  stroke  of  the  pen  reduce  the  value  of  property  in  this  coun- 
try by  hundreds  of  millions  of  dollars.  An  additional  charge  of  five 
cents  per  bushel  on  the  transportation  of  cereals  would  have  been  equiv- 
alent to  a  tax  of  $45,000,000  on  the  crop  of  1873.  2so  Congress  would 
dare  to  exercise  so  vast  a  power,  except  upon  a  necessity  of  the  most 
imperative  nature ;  and  yet  these  gentlemen  exercise  it  whenever  it  suits 
their  supreme  will  and  pleasure,  without  explanation  or  apology.  With 
the  rapid  and  inevitable  progress  of  consolidation  and  combination,  those 
colossal  organizations  are  daily  becoming  stronger  and  more  imperious. 
The  day  is  not  distant,  if  it  has  not  already  arrived,  when  it  will  be  the 
duty  of  the  statesman  to  inquire  whether  there  is  less  danger  in  leaving 
the  property  and  industrial  interests  of  the  people  thus  wholly  at  the 
mercy  of  a  few  men,  who  recognize  no  responsibility  but  to  their  stock- 
holders, and  no  principle  of  action  but  personal  and  corporate  aggran- 
dizement, than  in  adding  somewhat  to  the  power  and  patronage  of  a 
government  directly  responsible  to  the  people  and  entirely  under  their 
control. 

The  advocates  of  governmental  ownership,  recognizing  the  fact  that 
there  is  a  strong  feeling  in  this  country  against  intrusting  federal 
olficials  with  any  more  power  and  responsibility  than  is  absolutely 
necessary,  have  suggested  the  following  among  other  means  of  obviating 
this  difficulty: 

1st.  That  the  States  through  which  the  road  shall  be  located  shall 
appoint  directors  who  shall  have  entire  control  over  its  operations, 
under  general  regulation  of  rates  and  charges  to  be  prescribed  by  the 
government.  .  It  is  supposed  that  as  these  States  will  be  most  directly 
benefited,  they  will  be  most  careful  to  see  that  the  best  men  are  selected. 
And  as  the  board  thus  chosen  would  have  the  appointment  of  officers 
and  employes,  no  additional  power  would  be  conferred  on  the  federal 
government. 

2d.  The  contract  system.  This  would  be  carried  out  by  the  govern- 
ment owning  the  roadway,  and  permitting  private  persons  or  corpora- 
tions to  operate  it  upon  terms  prescribed  by  the  government,  both  as. 
to  superintendence  and  tariffs.  By  this  method  not  only  the  tolls,  but 
the  tariff-sheets  for  the  transportation  of  goods,  could  be  prescribed. 


TRANSPORTATION    TO    THE   SEABOARD.  159 

The  companies  or  individuals  operating-  it  would  derive  their  compensa- 
tion either  from  a  certain  percentage  on  the  gross  receipts,  or  from  a 
certain  fixed  sum  per. ton  per  mile,  as  might  be  agreed  upon.  Under 
this  system  the  government  will  be  absolute  owner  of  the  property 
for  which  the  money  is  paid,  and  thus  many  of  the  evils  incident 
to  joint  ownership,  or  copartnership,  will  be  avoided.  In  this  way 
there  would  be  but  a  slight  increase  of  federal  patronage,  and  the  traffic 
might  still  be  managed  by  independent  companies.  But  as  it  would 
be  exceedingly  difficult,  if  not  impossible,  to  prevent  combinations  among 
the  operating  companies,  it  may  be  doubted  whether  this  system  would 
be  any  more  effectual  than  the  present  one  in  securing  and  maintaining 
the  desired  competition  among  carriers. 

But  it  is  argued  by  the  opponents  of  the  government  railway  scheme, 
that  it  must  fail  for  want  of  feeders  from  which  to  draw  its  traffic ; 
that  the  existing  roads  would  combine  against  it,  and  so  adjust  their 
tariff's  as  to  prevent  its  receiving  business,  except  from  the  country  in 
immediate  proximity  to  its  line.  Should  this  be  attempted  we  think  the 
remedy  would  be  readily  found.  Congress  might  by  law  provide  for 
"  running  powers,"  whereby  the  government  line  should  be  open,  upon 
fair  and  proper  terms,  to  the  cars  of  all  other  lines  connecting  with  it,. 
and  the  cars  of  the  government  road  should  have  similar  rights  on  such 
connecting  lines,  upon  terms  to  be  settled  by  agreement,  or  in  case  of  a 
failure  to  agree,  upon  payment  of  just  compensation  to  be  ascertained 
by  a  commission  appointed  for  the  purpose  by  the  proper  court.  In 
cases  to  which  the  power  of  Congress  to  regulate  does  not  extend, 
the  legislature  of  the  State  can  be  relied  upon  to  make  the  necessary 
provisions  for  such  "  running  powers."  This  could  hardly  be  called  a 
very  great  stretch  of  constitutional  power,  for  as  these  roads  have  them- 
selves taken  the  property  of  private  citizens  for  a  public  use,  they  can- 
not complain  if  the  partial  use  of  their  property  be  in  turn  taken  for  the 
same  purpose.  The  objection  we  have  before  mentioned  to  "  running 
powers"  under  our  existing  system,  viz,  that  such  a  regulation  would 
tend  to  a  more  general  combination  among  railways,  does  not  apply  to 
this  case,  because  combination  with  the  government  line  would  be 
impossible.  Xor  would  such  power  be  used  for  the  purpose  of  injuring 
weaker  lines. 

Its  opponents  also  urge  the  two  not  very  consistent  objections,  viz : 

First.  That  such  a  road  could  not  be  made  to  pay  the  interest  on  its 
cost,  and  hence  the  government  would  suffer  loss ;  and 

Second.  That  it  would  be  unfair  for  the  government  to  enter  into  compe- 
tition because  it  would  injure  honest  stockholders  in  private  corporations. 
In  the  same  breath  it  is  said  that  the  government  could  not  manage  it 
without  greater  cost  to  the  public  than  roads  are  now  operated  by  private 
corporations,  and  yet  that  it  would  introduce  a  competition  that  would 
prove  ruinous  to  the  latter. 

We  submit  that  neither  of  these  objections  is  well  founded,  nor  are 


160  TRANSPORTATION  TO  THE  SEABOARD. 

they  supported  by  the  experience  of  other  countries.  The  cheapest 
transportation  in  the  world,  as  we  have  already  shown,  is  afforded  under 
government  management.  The  only  country  that  has  fairly  tested  the 
principle  of  state  competition  disproves  the  assertion  that  state  roads 
are  more  expensively  and  less  efficiently  managed  than  those  under  the 
control  of  private  corporations.* 

This  brings  us  to  the  consideration  of  the  practical  results,  in  the 
matter  of  transportation  charges,  attained  under  the  several  systems 
we  have  discussed.  Great  Britain  may  represent  the  system  of  direct 
governmental  regulation,  without  financial  aid  or  copartnership ;  France, 
the  system  of  financial  aid  and  copartnership,  with  the  most  rigid  sur- 
veillance and  regulations ;  Belgium,  the  system  of  indirect  regulation  of 
the  whole,  through  state  ownership  and  management  of  a  part,  and 
entire  non-interference  with  the  private  corporations,  except  in  matters 
of  safety  and  police.  The  following  statement  shows  the  charges  per 
ton  per  mile  on  fourth-class  goods  on  the  leading  roads  in  each  of  said 
countries  for  the  distances  named : 

GREAT   BRITAIN. 

Cent. 

On  the  London  and  Southwestern  and  London  and  Northwestern 
Kailways,  for  192  miles,  per  ton  per  mile 3.1G 

On  the  Great  Northern  Bailway,  for  155  miles,  per  ton  per  mile. .     4.4 

On  the  Great  Northern,  London,  Chatham  and  Dover  Railways, 
for  198  miles,  per  ton  per  mile 4.5 

On  the  Great  Northern,  North  Eastern,  North  British,  and  High- 
land Railways,  for  594  miles,  per  ton  per  mile 1.98 

FRANCE. 

On  the  line  between  Paris  and  Orleans,  for  all  distances  over  186 
miles,  per  ton  per  mile 1.74 

BELGIUM. 

On  the  Belgium  State  Railways,  for  all  distances  over  155  miles, 
per  ton  per  mile , 74 

*  The  experience  obtained  iu  Belgium  of  the  working  by  the  state  of  at  least  a  por- 
tion of  the  railways  existing  in  that  country,  is  entirely  in  favor  of  that  system.  The 
lines  worked  by  the  state  have  been  most  successful  financially,  and  are  also  those 
kept  in  the  best  order,  and  the  working  of  which  gives  the  greatest  satisfaction  to 
the  commercial  world  and  the  public  in  general,  as  regards  regularity  of  convey- 
ance, cheapness  of  transit,  and  the  comfort  of  travelers. 

The  state  not  being  solely  guided  by  the  prospect  of  financial' gain,  but  having  con- 
stantly in  view  the  interest  of  the  public  which  it  represents,  is  in  a  better  position 
than  private  companies  to  introduce  all  desirable  improvements,  not  only  as  regards 
the  efficient  performance  of  the  service,  but  also  as  respects  the  cost  of  conveyance, 
without,  however,  altogether  disregarding  the  increase  of  revenue  which  its  opera- 
tions may  bring  into  the  public  treasury. 

The  state  railways  thus  find  themselves  placed  in  constant  comparison  with  the 
railways  worked  by  private  companies:  on  the  one  hand,  stimulating  them  to  general 
improvements,  and  on  the  other,  acting  as  a  sort  of  check  against  any  attempt  to 
realize  extravagant  profits  at  the  cost  of  the  public.  (Memorandum  of  C.  A.  Fassiaux, 
Director-General  of  Belgian  Posts,  Railways,  and  Telegraphs.  Royal  Commission  on 
Kailways,  Appendix  M.) 


TRANSPORTATION  TO  THE  SEABOARD.  161 

The  remarkably  low  rates  in  Belgium  furnish  a  powerful  argument 
in  favor  of  state  ownership,  and  also  in  confirmation  of  the  principle 
that  cheap  transportation  is  to  be  obtained  only  through  competition 
under  governmental  control. 


IV.— THE  IMPROVEMENT  OF  NATURAL  AND  CONSTRUCTION 
OF  ARTIFICIAL  WATER-WAYS. 

Under  this  fourth  and  last  of  the  general  remedies  proposed  the  com- 
mittee will  consider  the  improvement  and  construction  of  water-routes 
between  the  interior  and  the  seaboard,  and  the  relative  importance  of 
each. 

The  investigations  of  the  committee  having  led  to  the  conclusion  that 
the  practical  and  substantial  relief  demanded  by  the  public  is  to  be 
found  only  in  a  government  freight-railway,  or  in  the  improvement  and 
construction  of  water-channels,  they  have  given  to  both  of  these  subjects 
most  earnest  and  careful  consideration.  Their  conclusions  with  refer- 
ence to  the  former  are  already  stated.  The  investigation  of  the  latter 
subject  having  been  especially  indicated  by  the  Senate  resolution  under 
which  they  were  appointed,  the  committee  have  devoted  to  it  much  more 
time  and  labor  than  to  any  other  branch  of  their  inquiries.  They  have 
personally  inspected  portions  of  nearly  all  the  principal  existing  and 
proposed  water-routes,  and  taken  full  and  detailed  testimony  in  regard 
to  them,  which  will  be  found  in  the  appendix  and  the  volume  of  evidence 
herewith  submitted.  As  the  evidence  is  somewhat  voluminous,  the 
committee  have  carefully  grouped  the  facts  relative  to  each  route  under 
their  appropriate  titles. 

The  investigations  of  the  committee  in  regard  to  the  various  existing 
and  proposed  water-lines  between  the  interior  and  seaboard  embrace  the 
cost  of  construction  and  improvement  of  such  routes;  their  known  or 
supposed  commercial  advantages ;  the  cost  of  transport  upon  them ;  and 
such  other  facts  as  appear  to  have  an  important  bearing  upon  the  ques- 
tion of  their  relative  importance  as  highways  of  commerce. 

The  deductions  of  the  committee  in  regard  to  these  lines  are  based 
upon  the  information  embraced  in  the  evidence  and  other  papers  accom- 
panying this  report,  and  upon  official  documents  and  other  reliable 
sources  of  information.  The  several  routes  will  be  described  in  geo- 
graphical order,  beginning  with  the  most  northerly  one,  as  follows : 

1st.  The  northern  lake  and  canal  route,  embracing  the  lakes  and  New 
York  and  Canadian  canals. 

2d.  The  James  River  and  Kanawha  Canal. 

3d.  The  Atlantic  and  Great  Western  Canal. 

4th.  The  Mississippi  River. 

The  committee  have  also  instituted  inquiries  in  regard  to  the  follow- 
ing works: 

Tbe  Niagara  Ship-Canal;  the  Wisconsin  and  Fox  River  Canal;  the 
S.  Rep.  307 11 


162  TRANSPORTATION    TO    THE    SEABOARD. 

Illinois  Canal;  the  Hennepin  and  Rock  Island  Canal;  the  improvement 
of  the  rivers  between  Lakes  Huron  and  Erie;  the  improvement  of  the 
Ohio  and  other  navigable  tributaries  of  the  Mississippi  Eiver  ;  the  Ches- 
apeake and  Ohio  Canal,  the  Florida  Ship-Canal,  and  the  canals  of  Penn- 
sylvania. 

These  routes  and  parts  of  routes  are  delineated  on  the  map,  which 
may  be  found  at  the  end  of  the  appendix. 

THE  NORTHERN  ROUTE,  EMBRACING  THE   LAKES  AND   THE  NEW  YORK 
AND   CANADIAN    CANALS. 

The  merits  of  the  various  existing  and  proposed  canals  between  the 
lakes  and  the  seaboard  at  Montreal  and  at  New  York  will  be  clearly  ap- 
preciated by  presenting  them  under  a  comparative  statement,  and  by 
treating  of  the  characteristics  and  advantages  of  each  line  separately. 

The  inauguration  of  the  canal  systems  of  the  State  of  New  York  and 
of  Canada  antedates  the  history  of  railroads. 

The  construction  of  the  canals  of  Canada  began  in  the  year  1821,  and 
was  continued,  for  some  years,  with  no  other  purpose  than  that  of  open- 
ing avenues  for  internal  communication  between  the  different  sections 
of  that  colony.  But  the  development  of  the  resources  of  our  North, 
western  States  consequent  upon  the  opening  of  the  Erie  Canal,  in  the 
year  1820,  soon  led  to  the  adoption  of  an  extended  system  of  improve- 
ments designed  to  compete  for  the  rapidly-increasing  commerce  of  that 
section  of  our  country.  That  competition  is  more  active  to-day  than  ever 
before,  and  it  constitutes  an  important  feature  in  the  question  as  to  the 
best  mode  of  transporting  the  surplus  products  of  the  West  to  the  sea- 
board and  to  foreign  countries.  The  spirit  of  enterprise  which  has  char- 
acterized the  province  of  Canada  in  the  inauguration  and  construction 
of  her  canal  system  has  not  been  surpassed  in  boldness  and  persistent 
energy  by  those  efforts  which  carried  to  successful  completion  the  canal 
system  of  New  York,  and  which  have  made  that  State  the  first  in  the 
American  Union  in  population  and  in  wealth,  and  her  chief  seaport,  New 
York,  the  commercial  and  financial  metropolis  of  the  western  world. 

Immediately  after  the  union  of  the  provinces  of  Upper  and  Lower 
Canada,  in  1840,  when  the  total  population  was  a  very  little  more  than 
one  million,  and  the  total  revenues  of  the  united  provinces  amounted  to 
only  $1,488,000,  the  legislature  of  Canada  appropriated  no  less  a  sum 
than  $2,000,000  for  the  construction  of  the  Welland  and  Saint  Lawrence 
Canals,  and  thus  formally  inaugurated  the  policy  of  opening  the  trade 
of  our  Western  States  to  her  chief  seaport,  Montreal.  At  the  present 
time  there  are  fifteen  canals  in  Canada,  whose  aggregate  length  is  two 
hundred  and  seventeen  and  a  half  miles.  These  works,  excepting  the 
Rideau  Canal  and  the  improvements  of  the  Ottawa  River,  have  been 
constructed  by  the  Canadian  government  at  a  cost  of  $22,000,000.  This 
sum  includes  the  cost  of  improving  the  harbor  of  Montreal,  also  the 
cost  of  improving  the  Saint  Lawrence  between  Montreal  and  Quebec, 


TRANSPORTATION  TO  THE  SEABOARD.  1G3 

at  a  cost  of  $1,347,018,  by  means  of  which  the  draught  of  vessels  navi- 
gating this  part  of  the  river  has  been  increased  from  11  to  20  feet. 

The  Bideau  and  Ottawa  Canals  were  constructed  at  an  early  date  by 
the  British  Government,  as  a  means  of  military  defense,  at  a  cost  of 
*4,280,000. 

The  estimated  cost  of  the  works  now  projected,  or  in  course  of  con- 
struction, amounts  to  $13,550,000.  These  works  embrace  the  enlarge- 
ment of  the  Welland  and  Saint  Lawrence  Canals  for  the  passage  of  ves- 
sels of  1,000  tons  from  the  ports  on  the  upper  lakes  to  Montreal  with- 
out breaking  bulk,  and  the  deepening  of  the  channel  of  the  river  below 
Montreal  from  20  to  24  feet  in  depth,  so  as  to  admit  the  passage  oi 
steamers  of  3,500  tons. 

In  this  connection  it  may  be  mentioned  that  there  have  been  con- 
structed in  Canada  by  private  capital  three  thousand  four  hundred  and 
fifty  miles  of  railroad,  at  an  estimated  cost  of  $137,000,000. 

The  Canadian  canals  were  opened  for  western  trade  in  1848,  and  their 
commercial  results  have  fully  met  the  expectations  of  their  projectors. 
Not  only  have  they  enabled  Canada  to  secure  a  share  of  the  commerce 
of  our  Northwestern  States,  but  the  agricultural  and  commercial  prog- 
ress of  the  provinces  of  Ontario  has  not  been  surpassed  by  that  of  those 
States.  The  population  of  Ontario  increased  from  952,000  in  1851  to 
1,G20,851  in  1871.  In  1851  Ontario  raised  12,000.000  bushels  of  wheat; 
in  18G1  the  production  had  increased  to  25,000,000  bushels. 

The  population  of  Montreal  has  increased  as  follows:  In  1851,  57,715; 
in  1861,  91,159;  and  in  1871,  107,245.  Statistics  showing  the  growth, 
of  the  commerce  of  that  port  may  be  found  on  page  79  of  the  appendix. 

The  following  is  a  description  of  the  works  which  have  been  con- 
structed and  which  are  projected  in  order  to  form  continuous  water- 
lines  of  transport  between  the  eastern  extremity  of  Lake  Erie  and  the 
seaboard  at  Montreal  and  New  York: 

THE   WELLAND   CANAL   AND    SAINT   LAWRENCE   ROUTE. 

The  Canadian  canals  embrace  the  Welland  Canal  from  Port  Colborne, 
on  Lake  Erie,  to  Port  Dalhousie,  on  Lake  Ontario,  forming  a  navigable 
route  around  the  Falls  of  Niagara,  and  the  six  canals  around  rapids  in 
the  Saint  Lawrence  River,  viz :  the  Gallops  canal,  the  Rapide  Plat  Canal, 
the  Ferrans  Point  Canal,  the  Cornwall  Canal,  the  Beauharnois  Canal, 
and  the  Lachine  Canal.  These  latter  are  generally  known  as  u  the  Saint 
Lawrence  canals."  A  tabular  statement  showing  the  length  and  dimen- 
sions of  these  canals  may  be  found  on  page  231  of  the  appendix.  The 
locks  of  the  Welland  Canal  determine  the  size  of  vessels  which  can  pass 
from  Lake  Erie  to  Lake  Ontario.  They  are  150  feet  long,  26J  wide, 
and  10 1  deep,  and  admit  the  passage  of  vessels  of  500  tons  burden,  or  of  a 
capacity  of  18,000  bushels  of  wheat.  The  Saint  Lawrence  canals  have 
locks  200  feet  long,  55  feet  wide,  and  9  feet  deep,  admitting  the  passage 
of  vessels  of  700  tons.     The  width  of  the  Welland  Canal  at  the  surface 


164 


TRANSPORTATION    TO    THE    SEABOARD. 


varies  from  58  to  110  feet,  and  the  width  of  the  Saint  Lawrence  canals 
at  the  surface  vary  from  90  to  150  feet.  All  these  canals  were  devised  by 
the  best  engineering  skill,  and  they  are  constructed  in  the  most  thorough 
manner. 

It  is  found  that  on  the  Welland  it  requires  about  20  minutes,  on  the 
average,  to  pass  a  boat  through  each  lock.  There  being  only  a  single 
line  of  locks,  the  greatest  number  of  vessels  which  can  be  passed  east- 
ward in  a  day  is  36.  The  maximum  capacity  of  vessels  admitted  being 
500  tons,  it  appears  that  the  ultimate  annual  capacity  of  the  Welland 
Canal  during  the  average  season  of  216  days  amounts  to  8,856  vessels, 
of  an  aggregate  tonnage  of  4,128,000  tons,  both  eastward  and  westward. 
During  the  year  1870  the  total  tonnage  movement  eastward  amounted 
to  1,315,967  tons,  or  30  per  cent,  of  the  capacity  of  the  canal,  upon  the 
basis  of  the  above  computation. 

The  business  of  the  Welland  Canal  has  remained  nearly  stationary 
for  several  years,  as  appears  from  the  following  table  of  tonnage  passing 
in  both  directions  for  a  number  of  years: 


Tons. 

1800 2,182,593 

1861 2,348,155 

1862 2, 495,  774 

1863 2,  637,  479 

1864 .   2, 479,  559 

1865 2, 003, 883 


Tons. 

1866 2,057,532 

1867 1,927,198 

1868 2, 402, 187 

1869 2,462,201 

1870 2,631,935 


That  the  business  of  the  Welland  Canal  has  not  very  materially  in- 
creased is  undoubtedly  due  to  the  fact  that  a  large  proportion  of  the  ves- 
sels built  on  the  upper  lakes  during  the  last  ten  years  are  too  large  to 
pass  through  the  locks  of  the  present  canal.  The  Welland  Canal  is  now 
being  enlarged  so  as  to  admit  the  passage  of  vessels  of  1,000  tons,  car- 
rying about  50,000  bushels,  or  three  times  the  capacity  of  vessels  which 
can  now  pass  through  its  locks.  By  the  present  mode  of  transport 
from  lake-ports  to  Montreal,  lake- vessels  go  no  further  than  Kingston, 
at  the  head  of  the  Saint  Lawrence  River.  At  that  port  grain  is  trans- 
shipped into  barges,  which  are  towed  down  the  Saint  Lawrence,  and 
through  the  Saint  Lawrence  canals  to  Montreal,  and  there  again  trans 
ferred  into  ocean- vessels. 

A  difference  of  opinion  exists  as  to  the  policy  of  enlarging  the  Saint 
Lawrence  canals  to  the  same  size  as  the  enlarged  Welland  Canal. 
Persons  of  large  practical  experience  believe  that  the  present  barge 
system  on  the  Saint  Lawrence  is  more  economical  than  would  be  the 
direct  shipment  of  grain  from  Chicago  and  Milwaukee  to  Montreal  in 
lake-vessels.  The  time  required  in  the  passage  of  barges  through  the 
canal  is  about  the  same  as  would  be  required  for  the  passage  of  lake- 
vessels.  The  speed  on  this  part  of  the  route  being  very  much  less  than 
on  the  lakes,  it  is  believed  that  if  lake-vessels  were  to  continue  their 
voyages  to  Montreal,  the  loss  occasioned  by  a  reduced  number  of  round 


TRANSPORTATION    TO    THE    SEABOARD.  165 

voyages  daring  the  season  of  navigation  would  greatly  exceed  the  extra 
cost  of  transshipment  at  Kingston,  amounting  to  only  half  a  cent  per 
bushel. 

THE   PROPOSED  CAUGHNAWAGA  AND   CHAMPLAIN  SHIP-CANAL  ROUTE. 

This  route,  from  Lake  Erie  to  New  York,  embraces  the  present  Wei. 
land  Canal,  Lake  Ontario,  the  Saint  Lawrence  River  and  canals  to  the 
village  of  Canghnawaga,  eight  miles  above  Montreal ;  a  canal  from 
Caughnawaga  to  Saint  John's,  on  the  Richelieu  River ;  the  Richelieu 
River  and  Lake  Chain  plain  to  White  Hall,  New  York ;  a  ship-canal  from 
White  Hall  to  Fort  Edward,  on  the  Hudson  River ;  slack-water  naviga- 
tion on  the  Hudson  River  from  Fort  Edward  to  Troy,  and  thence  by  the 
Hudson  River  to  New  York  City. 

It  is  proposed  that  the  canal  sections  of  this  route  shall  have  a  breadth 
of  150  feet  at  the  surface,  100  feet  at  the  bottom,  and  a  depth  of  13  feet, 
the  locks  to  be  of  the  same  dimensions  as  those  on  the  enlarged  Wel- 
land  and  Saint  Lawrence  Canals,  viz,  270  feet  long,  45  feet  wide,  and 
12  feet  deep,  admitting  the  passage  of  lake-vessels  of  1,000  tons,  or 
35,000  bushels  capacity,  from  ports  on  the  upper  lakes  to  New  York  City- 

The  works  to  be  constructed  on  this  line  are  the  Caughnawaga  Canal 
from  the  Saint  Lawrence  to  the  Richelieu  River,  the  enlargement  of  the 
present  Champlain  Canal  from  White  Hall  to  Fort  Edward,  and  the 
work  involved  by  the  slack-water  navigation  on  the  Hudson  River  from 
Fort  Edward  to  Troy. 

The  length  of  the  Caughnawaga  Canal  will  be  twenty-nine  miles,  and 
it  will  have  but  three  locks,  the  total  lockage  being  29  feet.  It  is  esti- 
mated that  this  work  will  cost  about  $3,000,000. 

The  artificial  water-way  from  Lake  Champlain  to  Troy  will  be  sixty- 
five  miles  in  length,  of  which  twenty-five  will  be  canal  and  forty  miles 
slack- water  navigation. 

No  computations  have  yet  been  made  to  determine  the  cost  of  a  work 
of  this  size ;  but  from  the  results  of  a  former  survey  for  a  canal  of  smaller 
dimensions,  it  is  roughly  estimated  that  the  entire  work  from  Lake  Cham- 
plain to  the  Hudson  River  at  Troy  will  cost  about  $8,000,000.  No  esti- 
mate has  been  made  of  the  probable  cost  of  deepening  the  channel  be- 
low Troy. 

There  is  no  doubt  as  to  the  abundance  of  the  water-supply  upon  this 
line.  The  total  length  of  the  route  from  Chicago  to  New  York  will  be 
one  thousand  six  hundred  and  forty-four  miles,  of  which  one  hundred 
and  twenty  one  miles  will  be  canal,  forty  miles  slacks  ater,  and  one 
thousand. four  hundred  and  eighty-three  miles  lake  and  river  navigation. 
There  will  be  on  the  line  seventy-one  locks,  and  the  total  lockage  will 
be  736 -^  feet. 

The  Caughnawaga  Canal  lies  wholly  within  the  territory  of  Canada. 
The  Canadian  parliament  has  heretofore  refused  to  make  this  a  govern- 
ment work,  believing  that  its  construction  would  not  be  conducive  to  the 


16<!  TRANSPORTATION    TO    THE    SEABOARD. 

growth  of  Canadian  commerce  via  Montreal.  A  charter  for  the  con- 
struction of  the  caual  has,  however,  been  granted  to  a  private  corpora- 
tion, of  which  Hon.  John  Young,  of  Montreal,  is  president.  The  term 
for  which  the  charter  was  granted  has  not  yet  expired. 

It  is  the  opinion  of  this  committee  that  government  ownership  and 
control  of  a  canal  is  the  only  sure  guarantee  of  free  competition  and 
cheap  transportation  upon  it,  and  that  such  ownership  and  control  can 
best  secure  the  least  possible  charges  for  tolls,  and  the  greatest  possible 
exemx>tion  from  delays  and  inconveniences  affecting  the  value  of  a  great 
navigable  highway  of  commerce.  This  opinion  appears  to  be  fully  sus- 
tained by  practical  results  on  the  Erie  Canal  and  on  other  canals  in  this 
country.  The  commercial  and  financial  success  of  the  policy  pursued  by 
the  State  of  New  York,  in  not  only  constructing  but  in  retaining  the 
ownership  and  control  of  her  canals,  has  fully  demonstrated  the  wisdom 
of  that  policy. 

The  spirit  of  liberality  which  has  always  been  manifested  by  the  Cana- 
dian government  in  according  to  American  vessels  like  privileges  with 
Canadian  vessels  upon  her  canals;  the  low  rates  of  toll  which  have  always 
prevailed,  and  the  manner  in  which  her  canals  have  been  constructed  and 
managed,  also  sustain  the  committee  in  the  view  here  expressed  in  regard 
to  government  ownership  and  control  of  canals,  aud  increase  their  re- 
grets that  the  Dominion  government  has  not  regarded  the  construction 
of  the  Caughnawaga  canal  with  more  favor.  Whatever  may  be  the 
value  of  this  route  as  compared  with  others  hereinafter  named,  there  can 
be  no  doubt  that  it  would  form  the  cheapest  possible  line  of  transport 
between  the  Western  States  and  the  ports  of  New  England  on  Lake 
Champlain.  Upon  the  opening  of  the  Caughnawaga  Canal,  a  depot  of 
supplies  for  nearly  all  of  New  England  would  probably  be  established  at 
Burlington,  or  at  some  other  point  on  Lake  Champlain.  These  supplies 
could  be  brought  from  the  West  to  Lake  -Champlain  during  the  season 
of  open  navigation  and  stored  for  fall  and  winter  distribution.  From 
this  point  the  New  England  markets  could  be  supplied  by  means  of 
direct  and  cheap  railway  transport. 

The  committee  believe  that  upon  the  completion  of  the  enlargement 
of  the  Wellaud  and  Saint  Lawrence  Canals,  and  the  construction  of  the 
Caughnawaga  Canal,  wheat  and  corn  can  be  transported  from  ports  on 
Lake  Superior  and  Michigan  to  Burlington,  Vt.,  for  12  cents  per  bushel, 
and  that  the  average  cost  of  distribution  by  rail  from  the  latter  point  to 
the  consumers  of  New  England  need  not  exceed  10  "cents  per  bushel', 
making  the  entire  cost  of  transportation  22  cents  per  bushel.  The  aver- 
age freight-charge  during  the  last  five  years  by  rail  from  Chicago  to 
Boston  has  been  about  od  cents  per  bushel. 

During  the  year  1872  the  New  England  States  received  from  the  West- 
ern States  41,132,225  bushels  of  grain.  Almost  all  of  this  immense  sup- 
ply was  transported  by  rail.  Assuming  the  average  rail  charge  to  be 
-!7  cents,  the  saving  in  the  cost  of  transport  by  the  northern  water-line 


TRANSPORTATION  TO  THE  SEABOARD.  167 

would  be  15  cents  per  bushel,  and  the  total  saving  upon  the  quantity  of 
grain  above  mentioned  would  have  amounted  to  .$6,160,831  in  the  year 
1872. 

The  opening  of  the  Caughnawaga  route  would  not  only  afford  cheap 
water-transport,  but  also  the  reduction  on  rates  of  rail-transport  which 
such  competition  would  induce.  Reciprocal  trade  relations  with  the  Do- 
minion of  Canada  would  introduce  a  strong  element  of  competition,  which, 
with  the  other  causes  named,  would  probably  reduce  transportation 
charges  to  the  lowest  practicable  limits.  It  may  be  said  that  the  remis- 
sion of  duties  on  wheat  and  corn  imported  from  Canada  would  operate 
injuriously  to  the  western  producer.  Without  entering  upou  a  discus- 
sion of  the  tariff  question,  the  committee  are  of  the  opinion  that  such 
result  need  not  be  apprehended.  As  already  shown ,  the  effect  of  existing 
duties  is  to  diminish  Canadian  competition  on  the  lakes,  and  thereby  to 
increase  the  cost  of  transport,  That  these  duties  are  no  protection  to 
the  western  farmer  is  shown  by  the  fact  that  Canada  produces  but 
little  more  of  breadstuffs  than  she  consumes,  and  only  competes  in  our 
markets  with  wheat  of  a  grade  superior  to  the  great  bulk  of  American 
grain.  The  effect  of  the  existing  duties,  so  far  as  New  England  is  con- 
cerned, is  to  shut  her  off  from  cheap  water-transport,  and  to  compel 
her  to  rely  almost  wholly  upon  the  railways. 

The  proposed  Caughnawaga  Canal  being  entirely  within  the  Dominion 
of  Canada,  of  course  the  committee  can  make  no  further  recommenda- 
tions in  regard  to  it,  but  they  would  express  the  hope  that  the  future 
trade  relations  between  the  United  States  and  the  Dominion  government 
may  be  so  adjusted  that  the  construction  of  this  work  may  be  found  to 
be  in  the  interest  of  both  countries.  The  committee  also  express  the 
hope  that  the  State  of  New  York  will  recognize  the  expediency  of  con- 
tinuing this  line  by  way  of  the  Champlain  Canal  and  the  Hudson  Eiver 
to  the  city  of  New  York,  or,  in  the  event  of  the  State  declining  to  enter 
upon  the  work,  that  the  United  States  Government  shall  give  the  sub- 
ject that  attention  to  which  its  manifest  merits  entitle  it.  A  detailed 
statement  of  the  advantages  of  this  route  and  the  probable  reduction  in 
transportation  charges  to  be  effected  by  its  construction,  has  been  pre- 
sented in  a  paper  prepared  by  Hon.  John  Young,  of  Montreal.  (See  ap- 
pendix, page  136.) 

THE  ONEIDA  LAKE  ROUTE  FROM  OSWEGO  TO  TROY. 

*  It  is  proposed  to  construct  a  canal  from  Oswego  to  Troy,  N.  Y.,  via 
Oneida  Lake,  for  steam-barges  carrying  25,000  bushels  and  barges  in 
tow  of  such  steamers  carrying  28,000  bushels.  The  distance  by  this 
route  from  Oswego  to  Troy  is  one  hundred  and  ninety-one  and  one-half 
miles,  of  which  one  hundred  and  sixty-eight  and  one-half  miles  is  canal, 
the  remaining  twenty-three  miles  being  through  Oneida  Lake. 

Hon.  William  J.  Mc Alpine,  civil  engineer,  estimates  that  the  work 
will  cost  $25,000,000,  this  estimate  being  for  a  canal  110  feet  wide  at 


168  TRANSPORTATION    TO    THE    SEABOARD. 

the  surface,  and  120  feet  at  the  bottom,  and  10  feet  deep,  the  locks  being 
1S5  feet  long,  29  feet  wide,  and  9  feet  deep.  There  will  be  sixty-eight 
locks  on  the  line,  with  a  total  lockage  of  009  feet. 

It  is  estimated  by  Mr.  McAlpiue  that  the  time  of  transporting  grain 
from  Oswego  to  New  York  will  be  reduced  from  six  days,  by  the  present 
Oswego  and  Erie  Canal,  to  2.63  days  by  the  proposed  Oneida  Lake 
Canal,  and  that  the  cost  of  transport  from  Oswego  to  New  York  by  the 
proposed  route  will  be  only  2.7  cents  per  bushel. 

The  report  of  Mr.  McAlpine  to  the  Oswego  Board  of  Trade,  con- 
taining a  very  full  and  elaborate  statements  of  the  advantages  of  this 
route,  will  be  found  in  the  appendix,  page  101.  Mr.  McAlpine's  long 
experience  and  high  reputation  as  an  engineer,  and  his  thorough  knowl- 
edge of  the  canal  system  of  New  York,  entitle  his  statements  to  great 
consideration.  He  expresses  the  opinion  that  of  all  the  existing  or  pro- 
posed water-routes  through  the  State  of  New  York,  this  one  offers,  all 
things  considered,  the  greatest  advantages,  and  promises  the  best  re- 
sults. Full  information  as  to  the  reasons  for  this  opinion  may  be  found 
in  the  report  of  Mr.  McAlpine. 

Prior  to  the  year  1858  the  depth  of  water  upon  the  Saint  Clair  flats 
compelled  the  use  of  vessels  of  such  limited  size  upon  the  upper  lakes 
that  all  the  vessels  composing  the  lake-marine  were  able  to  pass  through 
the  Welland  Canal.  At  that  time  about  one-half  the  total  quantity  of 
grain  shipped  from  the  West  to  eastern  markets  was  received  at  Oswego. 
The  deepening  of  the  water  on  the  Saint  Clair  flats,  however,  led  to  the 
construction  of  vessels  of  much  greater  depth  and  length  than  had  for- 
merly been  employed,  such  vessels  being  too  large  to  pass  through  the 
locks  of  the  Welland  Canal.  The  cheaper  transport  of  grain  on  the 
lakes  in  vessels  of  larger  size  of  course  diverted  the  trade  from  the 
Oswego  route  to  the  Buffalo  route,  and  the  result  has  been  that  the 
commerce  of  Buffalo  has  increased  very  much,  while  the  commerce  of 
Oswego  has  fallen  off. 

About  five-sixths  of  the  grain  shipped  from  Chicago  and  Milwaukee 
and  other  lake  ports  is  now  transferred  to  canal-boats  at  Buffalo,  or  is 
shipped  east  by  the  New  York  Central  or  the  Erie  Railway.  Of  the 
total  eastward  movement  of  freight  by  canal  in  1872,  1,845,59S  tons 
were  shipped  from  Buffalo,  and  610,424  tons  from  Oswego ;  and  of  the 
total  westward-bound  tonnage  delivered  by  canal  at  these  points, 
146,413  tons  were  delivered  at  Buffalo,  and  10,182  tons  at  Oswego. 

The  enlargement  of  the  Welland  Canal  now  in  progress  will  admit 
the  passage  of  vessels  of  1,000  tons,  or  of  twice  the  capacity  of  the 
largest  vessels  which  can  now  reach  Oswego.  There  appears  to  be  no 
doubt  that  this  enlargement  will  lead  to  a  very  considerable  increase  in 
the  transport  of  grain  from  the  West  to  the  East  via  Oswego.  The  con- 
struction of  the  Oneida  Lake  Canal  upon  the  enlarged  dimensions  stated 
would  undoubtedly  reduce  the  present  cost  of  transport  from  Oswego 


TRANSPORTATION    TO    THE    SEABOARD.  169 

to  Albany  and  to  New  York,  and  largely  increase  the  business  of  that 
line. 

The  geographical  position  of  Oswego  [near  the  eastern  extremity  of 
lake-navigation]  and  the  extensive  water-power  which  is  there  employed 
in  the  manufacture  of  flour,  are  both  important  commercial  features  of 
the  Oswego  route,  especially  in  view  of  the  fact,  hereafter  shown,  that 
the  time  required  for  the  transport  of  grain  from  Chicago  and  Milwau- 
kee to  New  York  via  the  Caughnawaga  route,  the  Oswego  route,  and 
the  Buffalo  and  Erie  Canal  route,  is  so  nearly  equal. 

THE   ERIE    CANAL   ROUTE. 

The  Erie  Canal  route  from  Lake  Erie  to  New  York  embraces  the  lakes 
from  Chicago  to  Buffalo,  the  Erie  Canal  from  Buffalo  to  Troy,  and  the 
Hudson  Biver  from  Troy  to  New  York.  The  Erie  Canal  has  performed 
so  important  a  part  in  the  development  of  the  resources  of  the  country 
that  a  specific  statement  is  deemed  proper  as  to  the  commercial  and 
financial  success  of  the  work. 

The  Erie  Canal. 

At  the  close  of  our  war  for  independence  the  spirit  of  enterprise  and 
of  adventure  in  the  original  thirteen  States  looked  toward  the  settlement 
of  that  vast  and  fertile  domain  extending  from  the  Alleghanies  to  the 
Mississippi. 

The  canal  was  at  that  time  the  only  artificial  highway  of  commerce, 
other  than  common  roads,  known  to  the  world.  Four  canals  were  pro- 
jected, viz,  the  Erie  Canal,  the  Pennsylvania  Canal,  the  Chesapeake  and 
Ohio  Canal,  and  the  James  Biver  and  Kanawha  Canal.  The  Erie  Canal 
is  the  only  one  ever  completed.  The  route  of  this  canal  was  found  to 
be  particularly  favorable,  both  in  its  topographical  and  geographical 
features.  The  Appalachian  range,  encountered  by  all  the  other  lines, 
is  pierced  at  West  Point  by  the  Hudson  Biver,  and  the  completion  of 
the  canal  to  Buffalo  and  Oswego  formed  a  connecting  link  between  tide- 
water at  Albany  and  the  chain  of  inland  seas  which  extend  to  the  cen- 
ter of  the  continent. 

The  construction  of  the  Erie  Canal  was  begun  in  the  year  1817,  and 
it  was  opened  to  Buffalo  in  1825  and  to  Oswego  in  1828. 

A  survey  of  the  line  having  been  made,  application  for  aid  in  its  con- 
struction was  made  to  Congress  in  the  year  1811  through  a  commission 
consisting  of  Clinton,  Morris,  Eultou,  and  others. 

The  sum  asked  for  was  $8,000,000. 

In  consequence  of  the  threatened  war  with  Great  Britain,  Congress 
declined  to  make  the  desired  appropriation  at  that  time.  The  State  of 
New  York,  unwilling  to  postpone  the  construction  of  a  work  of  such 
vast  importance,  not  only  to  herself,  but  to  the  country,  embarked  at 
once  in  the  enterprise.     Since  that  time  the  State  has  neither  sought 


170  TRANSPORTATION    TO    THE    SEABOARD. 

nor  received  any  assistance  in  the  construction  of  her  canals  either 
from  the  national  government  or  from  any  State. 

The  Erie  Canal  was  at  first  constructed  for  boats  of  76  tons,  but  the 
developments  of  its  commerce  having  surpassed  even  the  anticipations 
of  its  projectors,  both  greater  capacity  and  cheaper  transportation  were 
soon  demanded.  These  objects  were  attained  by  the  enlargement  au- 
thorized in  1835,  and  completed  in  1802,  by  which  boats  of  240  tons 
were  admitted,  and  the  cost  of  transport  was  reduced  one-half. 

The  theoretical  capacity  of  the  canal  was  at  the  same  time  increased 
from  five  million  to  sixteen  million  tons. 

The  financial  results  of  the  Erie  Canal. 

The  auditor  of  the  canal  department  of  the  State  of  New  York  re- 
ported to  the  constitutional  convention  of  1807,  in  relation  to  the  finan- 
cial condition  of  the  Erie  Canal,  at  the  close  of  the  fiscal  year  18G0,  as 
follows : 

Eeceipts  from  tolls,  with  interest $181,  828,  001 

Total  expenditures  for  construction,  maintenance  and  re- 
pairs, with  interest 110, 130,  953 


Net  profit  from  Erie  Canal 11,  397,  051 

It  appears,  therefore,  at  the  end  of  the  fiscal  year  186G,  that  this 
great  artificial  highway  of  commerce  had  refunded  every  dollar  expended 
upon  it,  and  yielded  to  the  State  treasury  a  surplus  of  $11,397,051. 
This  amount  had,  however,  been  absorbed  in  the  construction  of  the 
Cham  plain  and  the  lateral  canals,  the  cost  of  the  construction  and 
maintenance  of  which  had  exceeded  the  receipts  from  tolls  by  the  sum 
of  $18,871,013.  The  State,  therefore,  had  not  been  reimbursed  for  the 
total  amount  of  money  expended  for  canal  purposes  by  the  sum  of 
87,173,992. 

From  a  statement  made  by  the  auditor  to  the  legislature,  dated  March 
20,  1873,  it  appears  that,  during  the  twenty-six  years  ending  with  the 
fiscal  year  1872,  the  total  receipts  from  the  Erie  and  Champlain  Canals 
amounted  to  $81,952,010;  and  that  the  total  expenditures  for  super- 
intendence, repairs,  maintenance,  damages,  and  collection  amounted  to 
$22,075,570 ;  showing  a  net  income  of  $59,87G,110,  or  73  per  cent,  of  the 
gross  income  during  the  period  mentioned. 

The  net  annual  profits  realized  in  operating  the  Erie  and  Champlain 
Canals  amounted  to  the  sum  of  $2,302,910. 

Tolls  have  generally  been  so  graded  as  to  provide  for  the  mainte- 
nance and  operation  of  the  State  canals,  with  provision  for  gradually 
refunding  to  the  State  the  sums  raised  by  taxation  in  aid  of  their  con- 
struction. 

It  appears  from  the  auditor's  report  for  the  year  1872  that  39  per  cent, 
of  the  total  tolls  on  eastward-bound  tonnage  received  during  the  thirty- 
six  years  ending  with  the  year  1872  was  paid  on  commodities  the  growth 


TRANSPORTATION    TO    THE    SEABOARD.  171 

or  product  of  the  State  of  New  York,  arid  that  daring  the  same  period 
only  24  per  cent,  of  the  tonnage  arriving  at  tide-water  consisted  of  com- 
modities the  growth  or  production  of  the  State  of  New  York. 

Statement. 

Tolls  received  from  merchandise  transported  on  the  Erie  Canal,  1S37 
to  1872,  inclusive: 

From  the  State  of  New  York 833,  914,  023 

From  other  States 52,  805,  831 

Statement. 

Total  tonnage  arriving  at  tide-water : 

Tons. 

From  the  State  of  New  York ■ 13, 365, 143 

From  other  States 43,  444, 137 

Commercial  results. 

The  financial  results  of  the  Erie  Canal  are,  however,  of  small  moment 
in  comparison  with  its  commercial  results,  the  grandest  of  any  material 
enterprise  of  modern  times.  Connecting  the  ocean  with  the  great  lakes, 
which  interlace  the  heart  of  the  continent,  it  developed  the  possibilities 
of  the  most  productive  area  on  the  face  of  the  globe,  the  value  of  the 
merchandise  transported  on  the  canals  to  the  end  of  the  year  1872 
having  amounted  to  the  enormous  sum  of  $6,005,000,098. 

Soon  after  the  completion  of  the  Erie  Canal  the  State  of  Few  York 
assumed  the  first  rank  among  the  States  of  the  Union  in  population 
and  wealth,  and  her  chief  seaport,  New  York  City,  became  within  a  few 
years  the  commercial  and  financial  metropolis  of  the  western  world. 

The  development  of  the  Western  and  Northwestern  States  is  also 
largely  due  to  the  construction  of  this  great  work,  it  having  been  the 
only  avenue  for  the  transport  of  freights  to  the  Atlantic  States  until 
about  the  year  1850. 

Since  that  period  the  business  of  the  canal  has  gradually  increased, 
but  the  commerce  between  the  interior  and  the  seaboard  has  increased 
far  beyond  its  capabilities,  and  now  a  very  large  proportion  of  that  com- 
merce seeks  the  more  rapid  transit  afforded  by  railways.  The  canal, 
however,  serves  a  purpose  quite  as  important  as  that  performed  by  the 
railroads,  it  being  the  principal  avenue  of  transport  for  the  heavier 
classes  of  merchandise.  The  Erie  Canal  is,  also,  by  virtue  of  the  cheap- 
ness of  transport  upon  it,  a  most  valuable  regulator  of  freight- charges 
on  competing  railways.  The  further  reduction  of  the  cost  of  transport 
on  the  canal,  by  means  of  an  enlargement,  becomes,  therefore,  a  matter 
of  national  importance,  bearing  as  it  does  upon  the  cost  of  transport 
between  the  interior  and  seaboard,  both  by  water  and  by  rail. 

Although  the  State  of  New  York  has  not  yet  adopted  the  policy  of 
entering  upon  the  enlargement  of  the  Erie  Canal  to  meet  the  growing 


172  TRANSPORTATION    TO    THE    SEABOARD. 

demands  for  transportation  from  the  West  to  the  seaboard,  the  necessity 
for  such  enlargement  in  view  of  the  increased  facilities  which  the  Cana- 
dian government  is  now  providing  by  the  Saint  Lawrence  route,  and  the 
fact  that  a  very  large  part  of  the  surplus  products  of  the  West  are  being 
deflected  from  the  canal  to  other  lines  of  transport  in  this  country,  is 
having  the  effect  of  awaking  public  opinion  in  that  State  to  the  im- 
portance of  the  work.  Statements  in  regard  to  this  subject  may  be  found 
in  the  evidence  taken  before  the  committee  at  Buffalo.  (See  page  193 
of  the  evidence.)  The  comptroller  of  the  State  of  New  York,  in  his  re- 
cent report  to  the  legislature,  says :  "  It  is  believed  that  this  improve- 
ment (enlargement  of  the  Erie  Canal  for  boats  of  690  tons),  with  steam 
as  a  motor,  giving  ten  to  eleven  days  time  for  the  passage  from  Chicago 
and  Milwaukee  to  New  York,  will  secure  and  hold  the  trade  of  the 
Western  and  Northwestern  States  in  perpetuity." 

A  valuable  statement  in  regard  to  the  importance  of  enlarging  the 
Erie  Canal,  and  its  cost  and  practicability,  may  be  found  in  a  letter 
addressed  to  the  chairman  of  this  committee  by  Hon.  E.  A.  Alberger, 
member  of  the  New  York  State  assembly,  and  late  canal  commissioner 
of  that  State.     (See  appendix,  page  205.) 

At  this  time,  when  the.construction  of  artificial  water-lines  commands 
so  much  interest,  not  only  as  a  means  of  providing  cheap  transporta- 
tion, but  of  serving  as  a  regulator  of  charges  by  rail,  the  practical  re- 
sults achieved  in  the  State  of  New  York  by  a  former  enlargement  of  the 
Erie  Canal,  and  the  deductions  from  such  results  as  to  the  probable 
effect  of  a  further  enlargement,  are  deemed  to  be  of  especial  value.  The 
Erie  Canal  was  originally  constructed  for  boats  of  78.62  tons.  Subse- 
quently it  was  enlarged  for  boats  of  210 -tons,  and  the  results  of  such 
enlargement  were  found  to  correspond  exactly  with  the  predictions  of 
the  engineer,  namely,  a  reduction  in  the  cost  of  transport  of  50  per 
cent.  (See  report  of  State  engineer  for  the  year  1863,  pages  123  to  125, 
inclusive.) 

In  the  year  1863  (act  April  22,  1862)  the  legislature  of  the  State  of 
New  York  passed  an  act  providing  that  when  the  Government  of  the 
United  States  should  furnish  the  means  for  enlarging  a  single  tier  of 
locks,  or  building  an  additional  tier,  in  whole  or  in  part,  with  such  other 
improvements  of  the  canal  as  might  be  necessary  to  admit  the  passage 
of  steamboats  from  the  Hudson  Biver  to  the  lakes,  the  canal-board 
should  in  such  case,  without  delay,  put  such  work  under  contract.  That 
act  has  never  been  repealed.  Subsequently,  in  compliance  with  a  re- 
quest of  the  governor  of  the  State,  the  President  of  the  United  States 
appointed  an  engineer  to  consult  with  the  State  engineers  in  regard  to 
the  subject.  The  engineer  of  the  State  of  New  York  made  the  neces- 
sary surveys  and  estimates,  and  reported,  in  1863,  that  the  expense  of 
constructing  an  enlarged  tier  of  locks,  for  steamboats,  and  deepening 
the  Erie  Canal  one  foot,  would  amount  to  $10,380,170;  that  such  en- 
largement would  admit  of  the  passage  of  boats  engaged  in  commerce 


TRANSPORTATION    TO    THE    SEABOARD.  173 

of  690  tons  of  burden  (present  capacity  210  tons),  and  that  the  results 
of  such  enlarged  capacity  would  be  a  reduction  of  50  per  cent,  in  the 
cost  of  transport  on  the  canals.  In  the  language  of  his  report,  "At  an 
expense  of  $10,380,170  the  same  results  are  obtained  in  cheapening  the 
cost  of  transportation  as  by  the  original  enlargement,  at  an  expense  of 
$32,008,850."     (See  report  of  State  engineer  for  1863,  page  134.) 

The  result  of  a  long  series  of  experiments  has  demonstrated  the  fact 
that  freights  may  be  transported  upon  the  Erie  Canal  in  boats  propelled 
by  steam-power  at  less  cost  than  in  boats  moved  by  animal-power. 

Upon  this  subject  attention  is  called  to  a  letter  addressed  to  Hon. 
F.  A.  Alberger,  by  Mr.  D.  M.  Greene,  engineer  of  the  commission  in 
charge  of  the  late  experiments  in  relation  to  this  matter.  (Appendix, 
p.  152.)  There  seems  to  be  no  doubt  that  upon  a  canal  of  larger  dimen- 
sions the  successful  application  of  steam-power  would  be  much  more 
marked  than  in  the  case  of  the  experiments  already  made. 

The  successful  application  of  steam  on  canals  must  be  regarded  as  an 
important  advance  in  the  economy  of  transportation. 

COMPARATIVE  ADVANTAGES  OF  THE  THREE  ROUTES  BETWEEN  THE 
PORTS  OP  THE  UPPER  LAKES  AND  NEW  YORK,  VIZ,  THE  CAUGH- 
NAWAGA ROUTE,  THE  ONEIDA  LAKE  ROUTE,  AND  THE  ERIE  CANAL 
ROUTE. 

The  distance  on  each  of  the  three  routes  from  Chicago  to  New  York 
is  as  follows : 

Miles. 

Caughnawaga  route 1,  644 

Oneida  Lake  route 1, 411 

Erie  Canal  route 1,  395 

The  number  of  locks  and  feet  of  lockage  and  mileage  of  canals  on 
the  three  routes  are  as  follows : 


t>     +„  Number  of 

Route-  locks. 


Cauj;linawaga  route 
Oneida  Lake  route.. 
Erie  Caual  route 


Miles    of 
caual. 


161 
194 

350 


Assuming  in  each  case  that  the  time  consumed  in  passing  through 
each  lock  is  equal  to  the  time  required  in  a  movement  of  half  a  mile 
on  the  canal,  we  obtain  the  equated  length  of  canal  navigation  on  each 
line  as  follows : 

Equated  canal  distance,  by  assuming  each  lockage  to  be  equal  to  one  mile. 

Miles. 

Caughnawaga  route 197 

Oneida  Lake  route 242 

Erie  Canal  route : 386 


174  TRANSPORTATION    TO    THE    SEABOARD. 

The  total  equated  distances  by  the  three  lines  appear  to  be  as  follows: 


,_, 

fl  5 

> 

2.  . 

C9   2 

Eh 

S  § 

Route. 

I—;   cj 

5  tc 

r3 
3 

n 

■3-"§ 

1       ^    CI 

!   J 

c 

Miles. 

1    Miles. 

Miles. 

( Jaughnawaga  route . 

197 

1,483 

1,680 

242 
386 

1,217 

1,045 

1.459 

Erie  Canal  route 

1,431 

In  this  computation  the  slack-water  navigation  of  forty  miles  on  the 
Hudson  River,  from  Fort  Edward  to  Troy,  is  added  to  the  canal  dis- 
tance. 

The  cost  of  transport,  however,  depends  not  upon  the  relative  length 
of  each  of  these  routes,  but  upon  the  time  required  to  make  a  single 
voyage,  or,  in  other  words,  upon  the  number  of  voyages  which  can  be 
made  by  a  vessel  during  a  season  of  navigation. 

Assuming  the  speed  of  boats  on  canals,  of  the  dimensions  proposed, 
to  be  four  miles  per  hour  when  propelled  by  steam,  and  the  speed  of 
propellers  on  the  lakes  and  rivers  to  be  eight  miles  per  hour,  and  add- 
ing ten  hours  to  the  time  by  the  Oswego  and  Buffalo  route  for  the  trans- 
shipment from  lake-vessels  into  canal  boats,  we  find  the  time  required 
to  move  grain  from  Chicago  to  Xew  York,  by  the  three  routes,  to  be  as 
follows : 

By  Caughnawaga  route,  234  hours,  or  9§4lays. 

By  Oswego  route,  222  hours,  or  9^  days. 

By  Buffalo  route,  237  hours,  or  9J  days. 

In  practical  business  operations  the  time  by  each  route  may  be  con- 
sidered to  be  ten  days. 

The  committee  do  not,  of  course,  present  this  as  a  precise  statement 
of  the  actual  comparative  merits  of  the  three  routes,  but  simply  as  an 
estimate,  based  upon  data  winch  appear  to  be  approximately  correct. 

It  is  stated  by  Hon.  John  Young,  of  Montreal,  that  on  the  eastward 
trip  by  the  Caughnawaga  route  vessels  can  avoid  22  locks,  of  1G2  feet 
lockage,  by  passing  down  the  rapids.  In  that  case  the  time  of  the  east- 
ward voyage  by  the  Caughnawaga  route  will  be  reduced  to  about  9i  days. 
This  would  not,  however,  affect  the  general  statement  just  made.  Ves- 
sels, in  making  the  westward  passage  on  the  Caughnawaga  route,  would 
of  course  be  obliged  to  pass  through  all  the  St.  Lawrence  canals,  and 
the  time,  as  before  stated,  would  be  9f  days. 

The  relative  economy  of  passing  vessels  of  1,500  tons  burden  through 
canals,  or  of  transferring  cargoes  from  lake  vessels  into  canal-boats,  is 
a  question  very  materially  affecting  the  cost  of  transport  from  the  lakes 
to  Xew  York  City  by  these  three  routes. 


TRANSPORTATION  TO  THE  SEABOARD.  175 

The  time  required  to  pass  a  large  vessel  through  a  canal-lock  is  much 
greater  thau  the  time  required  for  the  passage  of  an  ordinary  boat. 

The  average  time  required  for  a  single  lockage  on  the  Erie  Canal,  for 
boats  of  210  tons,  is  about  ten  minutes,  whereas  the  time  required  for 
a  single  lockage  of  a  lake-vessel  of  500  tons  on  the  Wellaud  Canal  is 
about  twenty  minutes.  Vessels  of  about  1,500  tons  will,  of  course,  re- 
quire more  time.  Again,  the  rate  of  movement  on  the  enlarged  canals 
here  referred  to  is  but  half  that  upon  the  lakes.  In  this  connection, 
therefore,  the  following  facts  must  be  taken  into  consideration  :  First, 
that  lake-steamers  of  1,500  tons  cost  about  $105,000,  and  that  the  canal- 
barges,  carrying  an  equal  amount  of  freight,  cost  only  about  half  as 
much — interest  and  cost  of  maintenance  amounting  to  much  more  in  the 
former  than  in  the  latter  case.  This  fact  is  based  upon  the  statement 
of  Mr.  McAlpine,  page  106  of  appendix.  Second,  the  greater  cost  for 
wages  of  crews  upon  lake-steamers,  and  the  damages  incident  to  pass- 
ing large  vessels  through  canal-locks. 

These  facts  and  the  opinion  of  practical  men  clearly  indicate  that 
freights  can  be  transported  on  canals  much  cheaper  in  barges  than  in 
vessels  constructed  in  the  expensive  manner  in  which  it  is  necessary  to 
build  vessels  which  navigate  the  lakes,  and  the  profitable  employment 
of  which  depends  upon  the  largest  possible  number  of  trips  which  can 
be  made  during  a  season  of  navigation. 

It  is  unnecessary  for  the  committee  to  enter  upon  any  detailed  com- 
putation as  to  the  precise  difference  of  cost  in  the  two  cases.  A  prac- 
tical illustration  of  the  point  may,  however,  be  cited.  Formerly,  lake 
vessels  were  sent  from  Chicago  to  Montreal,  through  the  Saint  Lawrence 
canals,  without  breaking  bulk.  But  it  was  afterward  found  to  be  cheaper 
to  transfer  grain  at  Kingston,  and  to  send  it  down  the  Saint  Lawrence 
in  barges,  the  cost  of  such  transfer  being  only  one-half  a  cent  per  bushel. 
It  is  stated  by  the  secretary  of  the  board  of  trade  at  Montreal  that  of 
the  total  quantity  of  grain  received  at  that  city  during  the  year  1872, 
0,055,000  bushels  were  transshipped  at  Kingston,  and  only  3,200,000 
bushels  were  carried  through  to  Montreal  in  lake  vessels.  Almost  all 
the  grain  transported  on  the  lakes  in  sailing-vessels  was  transferred  to 
barges  at  Kingston. 

In  consequence  of  this  change  in  the  mode  of  transport,  the  quantity 
of  grain  shipped  to  Montreal  has  been  largely  increased  within  the  last 
three  years. 

Since  it  has  been  proved,  by  practical  experience,  that  the  cheapest 
transport  on  the  lakes  is  in  vessels  of  the  largest  size  yet  constructed, 
the  economy  of  transferring  from  lake-vessels  into  canal-boats  or  barges 
is  much  more  decided  than  in  the  case  of  the  vessels  of  500  tons  burden 
which  now  pass  through  the  Wellaud  Canal. 

But  there  is  another  circumstance  which  must  have  a  very  important 
bearing  in  determining  the  question  as  to  the  quantity  of  grain  which 
can  be  transported  by  each  of  these  routes  from  Chicago  to  ]Sew  York, 


176  TRANSPORTATION    TO    THE    SEABOARD. 

-viz,  the  available  supply  of  lake-tonnage,  this  being  governed  chiefly  by 
the  magnitude  of  the  return  cargoes  from  the  eastern  termini  of  the 
three  routes.  It  is  evident  that,  all  things  else  being  equal,  the  grain 
trade  will  be  mainly  controlled  by  that  route  on  which  the  total  ex- 
penses and  profits  of  transportation  are  borne  in  part  by  westward- 
bound  cargoes.  This  fact  has  already  been  alluded  to  in  respect  to  the 
transport  of  grain  upon  the  ocean. 

The  freight-charges  from  the  upper  lakes  to  a  large  commercial  port 
at  the  eastern  extremity  of  the  lakes,  or  on  the  seaboard,  will  not  only 
be  lower  in  the  aggregate  than  to  a  port  the  commerce  of  which  is  chiefly 
or  exclusively  confined  to  the  grain  trade,  but  will  be  less  subject  to 
violent  fluctuations.  In  the  former  case  the  freight-charges  will  not  be 
dependent  upon  the  eastward  movement  of  grain  only,  but  upon  the 
total  movement  eastward  and  westward  of  all  the  tonnage  constituting 
the  commerce  of  the  port.  Circumstances  of  this  nature  constitute  the 
permanency  of  great  commercial  lines,  and  lead  to  the  growth  of  great 
commercial  centers,  which,  in  their  turn,  by  the  force  of  imperious 
laws  of  trade,  exercise  a  strong  influence  in  determining  commercial 
movements. 

In  this  view,  the  route  via  Buffalo  has  very  marked  advantages  over 
the  other  routes,  both  in  respect  to  the  economy  of  transport  upon  the 
lakes  and  upon  the  Erie  Canal  and  its  competing  railroads.  Buffalo  is 
the  western  terminus  of  the  Erie  Canal  and  of  the  New  York  Central 
and  Erie  Bailways,  both  of  which  roads  transport  freights  during  the 
season  of  navigation  in  connection  with  steamer  lines  on  the  lakes. 
There  are  also  several  other  railways  completed  or  in  course  of  construc- 
tion, having  their  western  termini  at  Buffalo,  and  making  that  city  a 
very  important  commercial  center. 

Large  quantities  of  anthracite  and  bituminous  coal  are  brought  from 
the  coal-fields  of  Western  Pennsylvania  to  Buffalo  for  shipment  to  ports 
on  the  upper  lakes,  affording  a  large  amount  of  return  lake-freights  and 
by  this  means  reducing  the  cost  of  transport  on  eastward  freight. 

It  is  evident  that  each  of  the  other  routes  must  command  a  share 
of  the  transport  of  grain  to  competing  points  in  the  State  of  New 
York  and  the  New  England  States  and  to  foreign  countries,  the  mag- 
nitude of  such  shipments,  as  already  remarked,  being  greatly  de- 
pendent upon  the  amount  of  return  freights  which  can  be  secured  at 
the  eastern  lake  termini  of  each  route.  In  case  one  or  all  of  the  other 
routes  shall  be  opened  with  the  enlarged  dimensions  and  improved  facil- 
ities already  mentioned,  and  no  means  are  adopted  for  the  cheapening  of 
transport  on  the  Erie  Canal,  it  is  probable  that  a  very  large  proportion 
of  the  shipments  of  grain  from  the  West  to  the  East  would  be  deflected 
from  the  route  via  Buffalo. 

The  Caughnawaga  route  presents,  in  one  respect,  commercial  advan- 
tages which  are  not  common  to  either  of  the  other  two,  in  the  tact  that 
it  opens  a  line  of  water  transport  for  grain  from  the  West  to  New  England. 


TRANSPORTATION  TO  THE  SEABOARD.  177 

As  the  rates  of  ocean  freights  depend  largely  upon  the  relation  of  the 
amount  of  merchandise  seeking  shipment  to  the  amount  of  tonnage 
offering  for  such  freights,  it  is  manifestly  in  the  interest  of  the  western 
producer  that  for  foreign  shipments  he  shall  have  the  full  benefit  of  the 
option  offered  by  the  available  amount  of  ocean  tonnage  at  Montreal 
and  at  New  York,  especially  at  times  when  an  unusually  large  amount 
of  freight  is  seeking  shipment  to  Europe. 

The  treaty  of  Washington  secures  to  us  the  free  navigation  of  the 
Saint  Lawrence  Eiver,  but  not  of  the  Welland  and  Saint  Lawrence  ca- 
nals, which  are  owned  and  controlled  by  the  Dominion  government. 
Without  the  privilege  of  the  free  navigation  of  the  Canadian  canals, 
the  right  to  the  free  navigation  of  the  Saint  Lawrence  Eiver  would  be 
of  no  practical  value  whatever. 

A  large  part  of  the  cereal  products  of  the  United  States  passes 
through  the  territory  of  Canada  over  the  Grand  Trunk  Railway  to  the 
New  England  States,  and  merchandise  is  also  sent  by  the  same  line  from 
the  Eastern  to  the  Western  States.  The  Canadian  government  has 
united  with  the  Government  of  the  United  States  in  securing  the  great- 
est possible  freedom  of  transit  in  such  case.  The  Canadian  government 
also  allows  importations  to  be  made  through  Montreal  from  other  coun- 
tries to  United  States  ports  on  the  lakes  with  the  least  possible  detention 
and  expense.  It  appears  desirable,  in  the  interest  of  both  countries, 
that  purchasers  of  American  grain  in  Canada  should  have  the  option  of 
re-exporting  it  to  the  United  States  without  the  payment  of  duties. 

THE   JAMES  EIVER  AND  KANAWHA  CANAL. 

The  James  Eiver  and  Kanawha  Canal  or  Central  water-line  is  a 
project  for  connecting  the  James  River  at  Richmond  with  the  Ohio 
River  at  the  mouth  of  the  Kanawha  by  means  of  canal  and  slack  water 
and  open  river  navigation.  The  project  was  originated  in  the  latter 
part  of  the  last  century,  and  the  route  has  since  been  carefully  surveyed 
at  various  times.  It  is  proposed  that  the  canal  portions  of  the  line 
shall  have  a  breadth  of  70  feet  at  the  surface,  and  a  depth  of  7  feet. 
The  locks  are  to  be  120  feet  long  and  20  feet  wide,  admitting  the  pas- 
sage of  boats  of  280  tons  burden. 

The  following  is  a  description  of  the  line : 

First.  The  canal  now  constructed  from  Richmond  to  Buchanan,  Va., 
a  distance  of  197£  miles,  embracing  the  ship-lock  and  other  works  be- 
longing to  the  James  River  and  Kanawha  Company  at  Richmond,  com- 
posed of  1G0.75  miles  of  canal  and  36.75  miles  of  slack  water.  The 
present  canal  has  a  width  at  surface  of  50  feet  and  a  depth  of  5  feet, 
with  locks  100  feet  long  and  15  feet  wide,  admitting  the  passage  of 
boats  of  150  tons.  The  cost  of  the  work  already  completed  has  been 
$10,130,809.  It  is  proposed  to  enlarge  this  canal  to  the  dimensions  fixed 
for  the  entire  line,  viz,  70  feet  wide  at  the  surface  and  7  feet  deep. 
S.  Rep.  307 12 


178  TRANSPORTATION  TO  THE  SEABOARD. 

Second.  A  canal  from  Buchanan  to  the  Greenbrier  Biver.  This  divis- 
ion of  the  route  is  76£  miles  in  length,  and  is  composed  of  67.25 
miles  of  canal  and  9.95  miles  of  slack-water  navigation.  It  embraces 
certain  unfinished  work  between  Buchanan  and  Covington,  and  includes 
the  construction  of  a  tunnel  of  7T%  miles  in  length  on  the  summit  level 
through  the  Alleghany  Bidge. 

Third.  The  Greenbrier,  New,  and  Kanawha  Bivers,  from  the  mouth 
of  Howard's  Creek  to  the  Ohio  Biver,  a  distance  of  197.44  miles.  This 
portion  of  the  line  will  consist  entirely  of  slack- water  navigation,  or  of 
a  canal  and  slack- water  navigation,  as  the  result  of  future  surveys  may 
prove  to  be  most  practicable. 

LOCKAGE. 

The  lockage  between  the  James  Biver  at  Bichmond  and  the  Kanawha 
Biver  at  Ly ken's  Shoals  is  as  follows : 

Ascending  from  Bichmond  to  summit-level 1,  700  feet. 

Descending  from  the  summit-level  to  the  Kanawha  Biver..  1, 114  feet. 


Total  lockage 2,  814  feet. 

There  will  be  160  locks  in  ascending  from  Bichmond  to  the  summit, 
and  77  locks  in  descending  from  the  summit  to  the  Kanawha  Biver,  the 
total  number  of  locks  being  237. 

LENGTH   OF   THE  ENTIRE  LINE. 

The  length  of  the  entire  line  from  Bichmond  to  the  Ohio  Biver  is  as 
follows : 

First  division,  Bichmond  to  Buchanan 197.  50  miles. 

Second    division,  Buchanan  to  the  mouth  of  Howard's 

Creek 76. 50  miles. 

Third  division,  mouth  of  Howard's  Creek  to  Ohio  Biver. .  197. 44  miles. 

Total -  471. 44  miles. 

The  entire  line  will  be  composed  of — 

Canal 231. 00  miles. 

Slack-water  navigation . . 161. 39  miles. 

Open  river 79. 05  miles. 

Total  length 471. 44  miles. 

The  effect  of  lockage  on  the  various  canals  referred  to  in  this  report 
is  arrived  at  by  assuming  each  lock  to  be  equivalent  to  half  a  mile  in 
distance.  The  equated  length  of  the  line  upon  this  basis  will  therefore 
be — 

Actual  length 471.  44  miles. 

237  locks,  equivalent  to 118.  50  miles. 

Total  equated  length 589. 94 


TRANSPORTATION    TO    THE    SEABOARD.  179 

ESTIMATED   COST. 

The  cost  of  enlarging  the  present  James  River  Canal,  and  of  con- 
structing the  additional  works  required,  is  estimated  to  be  as  follows  : 

First  division,  Richmond  to  Buchanan , .  $8,  538,  271  51 

Second  division,  Buchanan  to  the  mouth  of  Howard's 

Creek 21,  8S0, 156  50 

Third  division,  mouth  of  Howard's  Creek  to  the  Ohio 

River 11,  217,  111  00 

Ten  percent,  added  for  contingencies  on  first  and  second 

divisions 2,  980,  420  00 

Total 17,  022,  289  07 

It  should  be  stated  here  that  the  improvement  of  the  Kanawha  River 
from  the  Great  Falls  to  its  mouth  was  estimated  by  the  late  Mr.  Lorraine 
to  cost  $3,000,000,  including  the  Meadow  River  reservoir,  and  that  this 
expenditure  constitutes  a  part  of  the  cost  of  the  improvements  of 
the  Western  rivers  recommended  in  this  report,  and  does  not  consti- 
tute a  part  of  the  cost  of  constructing  the  James  River  and  Kanawha 
Canal.  This  amount,  therefore,  should  be  deducted  from  the  above 
estimate. 

It  is  also  to  be  remarked  that  the  distance  from  the  Great  Falls  to 
the  mouth  of  the  Kanawha  is  91.20  miles,  and  that  this  distance  should 
be  deducted  from  the  length  of  the  central  water-line,  as  above  stated, 
leaving  the  actual  length  of  the  line  377.24  miles,  and  its  equated  length 
493.74  miles. 

TIIE   LORRAINE   TUNNEL. 

The  Lorraine  tunnel,  through  the  Alleghany  Ridge,  is  the  most  ex- 
pensive and  difficult  work  on  the  line  in  an  engineering  point  of  view. 
Experts  have  ascertained  that  the  rock  through  which  the  tunnel  is  to 
be  excavated  is  of  a  very  favorable  character.  It  is  found  that  by 
means  of  six  shafts  of  moderate  depth  fourteen  working  faces  (including 
the  two  ends)  can  be  secured. 

The  time  required  to  construct  the  entire  tunnel  will,  therefore,  be 
limited  by  the  time  required  in  excavating  the  part  of  the  tunnel  be- 
tween two  shafts. 

The  supply  of  water  for  the  portions  of  the  line  east  and  west  of  the 
tunnel  is  found  to  be  abundant. 

THE   SUPPLY   OF   WATER  FOR   THE    SUMMIT-LEVEL. 

The  [summit-level  is  to  be  supplied  with  water  from  a  reservoir  on 
Anthony's  Creek,  a  branch  of  the  Greenbrier  River. 

All  the  engineers  who  have  inquired  into  this  subject  agree  in  the 
statement  that  the  supply  of  water  will  be  abundant.  If  the  supply 
from  the  reservoir  mentioned  should  be  deficient,  other  reservoirs  can 
be  constructed  of  equal  capacity. 


180  TRANSPORTATION    TO    THE    SEABOARD. 

COMMERCIAL   CONNECTIONS. 

The  James  River  and  Kanawha  Canal  will  form  a  navigable  connec- 
tion between  the  Atlantic  seaboard  at  the  capes  of  Virginia  and  the 
Mississippi  River  and  its  tributaries  at  the  mouth  of  the  Kanawha. 

The  value  of  such  connection  will  be  very  greatly  increased  by  the 
radical  improvements  of  the  Ohio  River  referred  to  in  this  report,  and 
estimated  to  cost  about  $22,000,000.  The  vast  deposits  of  iron  and 
other  minerals  in  the  State  of  Virginia,  and  of  coal,  salt,  and  lumber  in 
West  Virginia,  on  the  line  of  this  route,  would  supply  an  immense  ton- 
nage. The  trade  in  these  minerals  which  are  found  in  the  western 
part  of  the  State  of  Pennsylvania,  and  in  West  Virginia  and  Ohio,  now 
supply  an  immense  commerce  on  the  Ohio  River. 

TIME  REQUIRED  TO  CONSTRUCT  THE  WORK. 

It  is  the  opinion  of  engineers  who  have  carefully  studied  the  subject 
that  the  entire  line  can  be  completed  in  from  four  to  six  years. 

The  foregoing  facts  are  based  upon  careful  surveys  made  by  the  late 
Mr.  Edward  Lorraine,  civil  engineer,  by  Mr.  William  R.  Hutton,  civil 
engineer,  by  W.  G.  Turpin,  civil  engineer,  and  by  Col.  W.  T.  Craighill, 
and  other  officers  connected  with  the  Engineer  Corps  of  the  War  De- 
partment. 

These  surveys  were  very  carefully  made  and  are  sufficient  for  the  pur- 
poses of  the  estimates  of  cost  already  presented,  but  they  are  not  of  that 
nature  in  detail  which  is  required  for  the  satisfactory  determination  of 
the  character  and  cost  of  all  the  structures  which  will  be  involved  in 
the  work.  It  will  therefore  be  necessary  to  have  new  surveys  made  at 
important  points  between  the  east  end  of  the  tunnel  and  the  Great 
Rails  of  the  Kanawha. 

ACTION  BY    THE   STATES   OF   VIRGINIA  AND   WEST   VIRGINIA. 

In  the  year  1870  the  States  of  Virginia  and  West  Virginia,  through 
their  several  memorials  to  Congress,  proposed  to  relinquish  their  re- 
spective interests  in  this  route,  and  partially  constructed  water-way,  to 
the  United  States,  and  to  turn  over  the  work  to  the  government,  to  be 
constructed  and  managed  as  Congress  might  decide  would  best  promote 
the  prosperity  and  welfare  of  the  whole  country. 

REPORT  OF  THE  RECENT  BOARD  OF  ENGINEERS. 

Under  an  order  of  the  War  Department  dated  January  27,  1874,  a 
board  of  engineers  was  convened,  who  were  directed  to  report  upon  "all 
questions  of  practicability,  plan,  and  probable  cost  for  a  water  commu- 
nication to  the  Ohio  River  by  the  way  of  the  James  and  Kanawha  Rivers, 
together  with  the  probable  time  required  for  its  completion,  and  the  cost 
of  maintenance  when  built."     This  board  was  constituted  as  follows  : 


TRANSPORTATION  TO  THE  SEABOARD.  181 

J.  G.  Barnard,  Colonel  of  Engineers,  and  Brevet  Maj.  Gem,  IT.  S.  A. 

Benj.  H.  Latrobe,  civil  engineer,  of  Baltimore,  Md. 

Q.  A.  Gillinore,  Lieut.  Col.  Engineers,  Brevet  Maj.  Gen.,  IT.  S.  A. 

Win.  P.  Craighill,  Major  of  Engineers,  Brevet  Lieut.  Col.,  IT.  S.  A. 

G.  Weitzel,  Major  of  Engineers,  Brevet  Maj.  Gen.,  IT.  S.  A. 

Thomas  Turtle,  First  Lieutenant  Engineers,  U.  S.  A.,  recorder. 

The  report  of  the  board  is  dated  March  18,  1874.  The  following  res- 
olution was  adopted: 

"Resolved,  That,  in  the  opinion  of  this  board,  it  is  entirely  practicable 
to  connect  the  waters  of  the  James  and  Ohio  Rivers  by  a  water  naviga- 
tion of  7  feet  in  depth." 

In*  regard  to  the  proposed  tunnel,  the  board  report  that  the  rock 
through  which  it  is  to  be  excavated  is  of  a  material  very  easily  exca- 
vated, and  that  shafts  may  be  driven  at  distances  apart  seldom  exceed- 
ing one  mile. 

The  construction  of  reservoirs  for  the  supply  of  the  summit  or  tunnel 
level  and  their  dependencies  is  deemed  to  be  entirely  practicable,  and 
the  supply  of  water  is  found  to  be  abundant. 

The  board  are  unanimously  of  the  opinion  that  a  tunnel  of  the  dimen- 
sions proposed,  52  feet  wide  by  31  feet  high,  " should  not  be  attempted,'1'1 
and  they  "unite  in  the  recommendation  of  a  single  tunnel  with  occa- 
sional turnouts,  with  which  hereafter,  if  found  necessary,  a  second  tun- 
nel may  be  combined." 

The  board  unite  in  recommending  a  tunnel  34  feet  wide  and  34  feet 
high,  with  turnouts  every  quarter  of  a  mile  for  passing  boats,  and  re- 
cesses at  such  points  52  feet  wide.  The  estimated  cost  of  such  a  tunnel, 
as  stated  by  Mr.  Benjamin  H.  Latrobe,  is  816,192,487,  and  the  cost  of 
the  whole  line,  according  to  the  computation  of  the  same  engineer,  is 
$49,G26,845. 

Several  changes  in  the  location  of  the  tunnel  are  suggested,  as  follows : 

First.  That  the  level  be  raised  20  feet,  in  order  to  avoid  the  deep  cut- 
ting in  the  narrow  valley  of  Howard  Creek. 

Second.  A  change  in  the  location  of  the  east  end  of  the  tunnel  from 
Fork  Bun  to  Bush  Creek,  so  as  to  save  two  miles  of  canaling. 

Third.  A  change  in  the  location  of  the  line  of  the  tunnel,  a  line  being- 
proposed  from  Bush  Creek  to  the  Greenbrier  River,  making  the  total 
length  of  the  tunnel  a  fraction  over  nine  miles,  and  saving  expensive 
canaling  in  the  valley  of  Howard's  Creek. 

These  modifications  are  not  mentioned  as  matters  of  positive  recom- 
mendation, but  as  subjects  of  further  survey,  with  a  view  of  obtaining 
the  best  possible  location. 

In  regard  to  the  plan  proposed,  "  there  are  minor  differences  of  opin- 
ion" among  the  members  of  the  board,  "  applying  to  all  that  portion 
of  the  work  east  of  the  summit,  which,  however,  will  involve  consid- 
erable differences  of  cost."  These  questions  are  confined  to  the  ex- 
pediency of  adopting  single  or  double  locks,  the  enlargement  of  the 
present  locks,  or  the  construction  of  new  ones,  and  reveting  the  sides 
of  the  canal. 


182  TRANSPORTATION    TO    THE    SEABOARD. 

The  board  recommend  that  the  canal  locks  be  increased  from  20  to 
23  feet  in  width,  with  a  corresponding  increase  in  the  width  of  the 
slack-water  locks  west  of  the  summit.  It  is  stated  that  such  an  in- 
creased width  will  give  an  increased  capacity  of  about  one-fourth,  and 
admit  the  passage  of  boats  of  345  tons. 

In  regard  to  the  part  of  the  work  west  of  the  tunnel,  the  board  ex- 
presses the  following  opinion :  "  With  regard  to  the  extension  of  the 
water-line  from  the  mouth  of  Howard's  Creek  to  the  Great  Falls,  while 
the  board  is  unanimous  as  to  the  question  of  practicability  of  a  water 
connection,  they  are  not  so  as  to  the  proposed  method  of  locks  and 
dams  or  slack  water,  and  the  differences  involve  very  material  differ- 
ences in  the  probable  cost  of  the  work."  The  board  agree,  by  formal 
resolution,  "that  it  may  be  expedient  to  adopt  canal  navigation  for  this 
part  of  the  work,  with  occasional  exceptions." 

The  opinion  is  also  expressed  "that  further  surveys  are  necessary  to 
the  final  adjustment  of  these  plans." 

In  regard  to  the  cost  of  maintaining  the  canal  the  board  passed  the 
following  resolution : 

Resolved,  That,  in  the  opinion  of  the  board,  the  cost  of  maintenance 
(repairs  and  administration  included)  of  the  water-line  should  not  ex- 
ceed one  million  dollars  per  annum. 

In  regard  to  cost  and  time  required  for  the  construction  of  the  canal, 
the  opinion  is  expressed  that  the  entire  work  can  be  completed  in  six 
years,  at  a  cost  of  not  more  than  $60,000,000.  It  is  added  :  "  The  cost 
may  reasonably  be  expected  to  be  within  $55,000,000,  and  possibly  it 
may  not  exceed  $50,000,000." 

DEDUCTIONS  FROM  THE  STATEMENTS  MADE  BY  THE  BOARD  OF  ENGI- 
NEERS. 

From  the  opinions  expressed  by  the  board  of  engineers  it  appears — 

First.  That  the  exact  location  of  the  tunnel  is  undetermined  as  yet. 
It  is  decided  by  the  board  that  the  size  of  the  tunnel  shall  be  changed 
to  the  dimensions  above  mentioned. 

Second.  That  additional  surveys  are  necessary  in  order  to  determine 
the  questions  as  to  whether  it  is  better  to  construct  a  canal  from  the 
summit  to  the  Kanawha  Eiver,  or  to  adopt  the  present  plan  of  slack- 
water  navigation,  and  that  additional  surveys  are  necessary  for  deter- 
mining the  particular  points  referred  to  in  the  report  of  the  board. 

These  surveys  should  be  made  at  the  earliest  day  practicable,  espe- 
cially as  to  the  exact  location  of  the  tunnel,  and  the  character  of  the 
navigation  west  of  the  Alleghany  Mountains.  Construction  can,  how- 
ever, be  begun  at  once  on  the  part  of  the  line  east  of  the  summit. 

The  committee  refer  to  a  very  complete  statement  in  regard  to  this 
work,  its  history,  topographical  features,  commercial  bearings,  &c3 
which  has  been  prepared  by  Hon.  Henry  G.  Davis,  a  member  of  this 
committee.    This  statement  may  be  found  on  page  1  of  the  appendix. 


TRANSPORTATION    TO    THE    SEABOARD.  183 

The  committee  are  of  the  opinion  that  the  construction  of  this  canal 
■would  develop  vast  resources  of  coal  and  iron,  now  almost  worthless  for 
lack  of  the  means  of  transportation.  It  would  form  a  connection  between 
tidewater  at  Richmond  and  16,000  miles  of  inland  navigation  by  the 
Kanawha  and  Ohio  Rivers,  and  open  a  cheap  and  valuable  channel  of 
transport  to  the  Atlantic  coast  for  the  cereal  products  of  the  West. 

ATLANTIC  AND  GREAT  WESTERN  CANAL  ROUTE. 

It  is  proposed  by  this  work  to  connect  the  Tennessee  River,  at  Gun- 
tersville,  Tenn.,  with  the  Atlantic  Ocean  at  Savannah,  Ga. 

In  the  year  1870  the  legislature  of  Georgia  granted  a  charter  to  cer- 
tain citizens  of  that  State  and  of  other  States  to  construct  this  work. 
In  1871  Congress  ordered  a  survey  of  the  line,  which  survey  was  made 
in  the  years  1871  and  1872  by  Major  Walter  McFarland,  of  the  Corps 
of  Engineers,  United  States  Army.* 

The  right  of  way  has  been  secured  by  the  company  on  that  portion  of 
the  line  which  lies  within  the  State  of  Georgia,  but  it  has  not  been 
secured  through  the  State  of  Alabama.  The  greater  part  of  that  section 
of  the  line  in  the  latter  State  passes  through  lands  belonging  to  the 
United  States.t 

The  company  now  ask  aid  from  the  United  States  Government  in  such 
manner  as  Congress  may  prescribe.  The  results  of  the  surveys  already 
made  are  stated  by  Major  McFarland  on  page  756  of  the  evidence,  and 
in  his  official  report  of  May  25,  1872.  These  surveys  are  preliminary, 
but  are  sufficiently  accurate  to  determine  all  questions  of  an  engineer- 
ing character,  as  to  the  practicability  of  the  route. 

The  following  is  a  general  description  of  the  line :  Beginning  at  Gun- 
tersville,  a  point  on  the  Tennessee  River,  40  miles  above  the  Muscle 
Shoals,  the  line  follows  Short  Creek,  by  slack-water  navigation,  17  miles  ; 
thence  by  canal,  34  miles,  to  Will's  Creek,  and  thence  down  Will's  Creek 
to  its  junction  with  the  Coosa  River,  at  a  point  two  and  a  half  miles  be- 
low Gadsen,  Ala.  The  Coosa  River  forms  a  part  of  the  line  from  the 
latter  point  to  Rome,  Ga.,  a  distance  of  153  miles.  Between  these  points 
the  Coosa  is  now  navigable  at  lowest  stages  for  boats  drawing  two  and 
a  half  feet.  From  Rome  the  line  follows  the  Etowah  River  by  slack- 
water  navigation,  53  miles  to  the  mouth  of  Owl  Creel:,  from  which  point 
a  canal  is  proposed  to  Macon,  on  the  Ocmulgee  River,  a  distance  of  158^ 
miles.  Macon  is  situated  at  the  head  of  flat-boat  navigation  on  the 
Ocmulgee  River. 

LOCKAGE. 

From  the  Tennessee  there  is  an  ascending  lockage  of  400  feet,  and  a 
descending  lockage  of  464  feet;  total  864  feet.     (Evidence,  page  582.) 

*  See  report  Chief  of  Engineers,  1872,  page  684. 
t  Report  Chief  of  Engineers,  1872,  page  (i97. 


184  TRANSPORTATION  TO  THE  SEABOARD. 

The  slack-water  navigation  and  canal  on  the  part  of  the  line  from  Kome 
to  Macon  have  an  ascending  lockage  of  266  feet  and  a  descending  lock- 
age of  705  feet,  or  a  total  lockage  of  971  feet.  The  lockage  from  the 
Tennessee  Eiver  to  Macon,  therefore,  amounts  to  1,835  feet.  To  this  is 
to  he  added  the  lockage  at  the  Muscle  Shoals,  134  feet,  making  a  total 
lockage  on  the  entire  line  of  1,969  feet.* 

DISTANCES. 

The  following  is  a  statement  of  the  length  of  the  several  parts  of  the 

line: 

Miles. 

Guntersville  to  Gadsden,  canal  and  slack  water 51£ 

Gadsden  to  Borne,  river  navigation 153 

Koine  to  mouth  of  Owl  Creek,  slack  water 53 

Mouth  of  Owl  Creek  to  Macon,  canal 158J 

Total  from  Tennessee  Eiver  to  Macon 415f 

This  portion  of  the  line,  415§  miles  in  length,  embraces  70£  miles  of 
slack  water,  and  192^  miles  of  canal;  the  remainder  being  river  naviga- 
tion. 

The  additional  parts  of  the  route  between  Saint  Louis  and  the  Atlantic 
Ocean  are  as  follows : 

Mississippi,  Ohio,  and  Tennessee  Rivers,  from  Saint  Louis  to  Gunters- 
ville, 563  miles. 

Ocmulgee  Eiver,  Altamaha  Eiver,  and  coast  navigation  from  Macon 
to  Savannah,  500  miles. 

A  canal  is  to  be  constructed  around  the  Muscle  Shoals,  on  the  Ten- 
nessee, a  distance  of  38 J  miles,  t  with  six  locks,  and  a  total  lockage  of 
134  feet.  The  total  lockage  between  the  Tennessee  Eiver  at  Gunters- 
ville and  the  Ocmulgee  Eiver  at  Macon,  amounts  to  1,835  feet.  Assum- 
ing one  lock  for  each  10  feet  of  lockage,  there  will  be  184  locks  on  the 
entire  line.  Assuming,  also,  that  each  lockage  will  be  equivalent  to 
half  a  mile  of  canal,  the  lockage  on  the  entire  line  will  add  92  miles  to 
the  distance  from  Guntersville  to  Macon.  The  canal  around  the  Muscle 
Shoals  will  have  six  locks — equivalent  to  three  miles.  Adding  the 
equivalent  distance  in  lockage  to  the  canal  portions  of  the  line,  we 
obtain  the  following  statement  of  the  total  distance  from  St.  Louis  to 
Savannah,  Georgia: 

Miles. 

St.  Louis  to  Cairo :  Open  river 200. 00 

Cairo  to  Guntersville : 

Muscle-Shoals  Canal 41. 50 

Open  river 325. 00 

366.50 

*  Evidence  of  Major  MeFarland,  page  760  of  the  evidence. 
t  See  McBride's  evidence,  pages  773-4. 


TRANSPORTATION  TO  THE  SEABOARD.  185 

Miles.  Miles. 

Guntersville  to  Macon : 

Canal 284.  25 

Slack  water 70.  50 

Open  river 153.  00 

507.  75 

Macon  to  Savannah :  Open  river 500.  00 

Total  distance 1,  571.  25 

SUMMARY   OF   DISTANCE    FROM  SAINT   LOUIS   TO   SAVANNAH,  GA. 

Open  river 1, 178.  00 

Canal 325.75 

Slack  water 70.  50 

Total  distance " 1,  574.  25 

DIMENSIONS    OF   CANAL. 

The  canal  is  to  be  70  feet  wide  at  the  surface  and  5  feet  deep,  with 
locks  135  feet  long  by  27  wide,  admitting  the  passage  of  boats  120  feet 
long  by  26^  feet  beam,  and  carrying  300  tons  of  freight.*  Larger 
boats  cannot  be  employed  on  account  of  the  short  turns  on  the  Sand 
Mountain  division. 

It  has  been  decided  that  the  depth  of  5  feet  in  the  canal  will  be  suffi- 
cient, in  view  of  the  average  depth  of  the  water  which  can  be  secured 
at  a  reasonable  expense  in  the  Tennessee,  Coosa,  and  Ocmulgee  Eivers 
during  the  entire  year. 

SIPPLY    OF   WATER. 

The  supply  of  water  both  on  the  canal  from  the  Tennessee  to  the 
Coosa,  and  on  the  canal  from  the  Coosa  to  the  Ocmulgee,  is  stated  by 
Major  McFarland  to  be  sufficient  for  all  the  prospective  demands  of 
commerce,  and  even  for  a  much  larger  canal  than  the  one  proposed. 

COST. 

The  estimated  cost  of  the  entire  work,  providing  for  a  double  tow- 
path  and  a  single  line  of  locks,  is  as  follows :  f 

Muscle-Shoals  Canal $3,  676,  000 

Canal  from  the  Tennessee  to  the  Coosa 11,  570,  607 

Canal  from  the  Coosa  to  the  Ocmulgee 20,  435,  634 

Improvements  of  the  Tennessee,  Coosa,  and  Ocmulgee  Eiv- 
ers, estimated! 4, 000, 000 

Total  cost  of  the  works  from  Saint  Louis  to  Savannah .     39,  682, 291 

Upon  further  examinations  and  estimates,!  Major  McFarland  states 

that  the  above  sum  can  be  reduced  $4,000,000,  making  the  total  cost  of 

the  route  about  $35,700,000. 

*  Evidence,  page  758. 
t  See  evidence,  page  767. 

t  The  cost  of  improving  the  Coosa,  Ocmulgee,  Altamaha',  and  inland  coast  navigation 
is  not  based  upon  survey,  but  upon  a  reconnaissance. 


18G  TRANSPORTATION  TO  THE  SEABOARD. 

EXPENSIVE  WORKS. 

The  only  engineering  works  on  the  line  of  importance  are,  first,  the 
aqueduct  on  the  Chattahoochee,  117  feet  high  and  375  feet  long,*  and  a 
tunnel  of  3,200  feet,  or  three-fifths  of  a  mile. 

TIME  REQUIRED  TO  CONSTRUCT  THE  WORK. 

No  estimate  has  yet  been  made  by  the  engineer  as  to  the  time  re- 
quired to  construct  the  entire  work.  It  is  supposed  by  well-informed 
persons  that  it  can  be  constructed  in  two  years. 

LENGTH   OF   SEASON   OP  NAVIGATION. 

The  results  of  several  years  of  observation  indicate  that  this  line, 
would  be  unobstructed  by  ice  during  the  entire  year. 

CAPACITY. 

The  maximum  capacity  of  this  canal  is  ascertained  in  the  mode  adopted 
in  computing  the  capacity  of  all  other  canals  mentioned  in  this  report, 
viz,  by  assuming  that  ten  minutes  are  required  for  a  single  lockage. 
This  will  give  three  lockages  in  each  direction  in  an  hour,  or  72  in  a 
day. 

Although  this  canal  is  designed  for  boats  of  three  hundred  tons,  it 
appears  that  during  the  dry  season,  which  embrace  the  months  of  July, 
August,  September,  and  October,  the  stage  of  navigation  on  the  Ten- 
nessee Eiver  will  limit  the  tonnage  of  boats  navigating  the  canal  to  190 
tons.  (See  testimony  of  Major  McFarland,  en  page  583  of  the  evidence.) 
The  total  annual  capacity  of  the  canal  to  carry  freights  eastward  may, 
therefore,  be  stated  as  follows : 

Tons. 

100  tons  x  72  lockages  x  120  days,  equal 1,  641,  GOO 

300  tons  x  72  lockages  x  215  days,  equal 5, 292,  000 


Total  annual  capacity  to  carry  freights  eastward 6, 923,  GOO 

Or,  stated  in  bushels  at  GO  pounds,  231,120,000  bushels. 

The  capacity  to  carry  westward  being  equal  to  the  capacity  to  carry 
eastward,  the  annual  capacity  of  this  canal,  for  the  transport  of  mer- 
chandise in  both  directions,  will  be  13,867,200  tons. 

The  above  estimate  of  capacity  is,  of  course,  theoretical,  being  based 
upon  the  supposition  that  boats  will  present  themselves  regularly  at 
the  locks  throughout  the  year.  The  practical  capacity  will  be  about  67 
per  cent,  of  this  theoretical  capacity,  viz,  9,291,021  tons  in  both  direc- 
tions, or  1,645,512  eastward,  equal  to  154,850,400  bushels  of  wheat. 

*  Report  of  chief  engineer.  1872,  page  723. 


TRANSPORTATION    TO    THE    SEABOARD.  187 

Estimated  time  required  to  transport  grain  from  Saint  Louis  to  Savannah. 

This  estimate  is  made  by  assuming  a  speed  of  8  miles  an  hour  upon 
rivers  and  of  4  miles  upon  the  canal  and  slack  water. 

Miles.  Speed  per  hour.       Hours. 

Kiver 1, 178  8    miles.  147 

Canal  and  slack  water 396^  4    miles.  99 

Total 246 

This  equals  10  days  and  6  hours. 

SPECIAL   ADVANTAGES   CLAIMED. 

The  special  advantages  claimed  for  this  line  by  its  advocates  are  as 
follows : 

First.  That  it  will  never  be  obstructed  by  ice. 

Second.  That  it  does  not  descend  so  far  into  the  heated  region  as  to 
cause  grain  cargoes  to  be  injured  by  heat  and  moisture. 

Third.  That  in  addition  to  furnishing  a  highway  of  commerce  from 
the  West  to  the  seaboard,  it  will  also  be  the  means  of  opening  lines  of 
transport  by  water  from  the  Tennessee  to  the  Coosa  and  Chattahoochee 
Bivers,  which  it  crosses.  These  rivers  empty  into  the  Gulf  of  Mexico, 
and  it  is  believed  that,  by  means  of  a  system  of  river  and  coastline  im- 
provements, connections  can  be  made  with  all  the  navigable  rivers  flow- 
ing into  the  Gulf  between  Louisiana  and  the  peninsula  of  Florida. 

It  is  also  believed  that  a  line  of  inland  navigation  can  be  formed  along 
the  coast  of  South  Carolina,  Georgia,  and  Florida,  connecting  with  the 
rivers  in  these  States  which  flow  into  the  Atlantic  Ocean.  It  is  be- 
lieved that  by  such  means  several  thousand  miles  of  river  navigation 
can  be  connected  with  this  work,  extending  into  a  very  large  part  of 
these  States,  where  it  is  desirable  to  increase  the  culture  of  cotton  and 
to  purchase  large  amounts  of  breadstuffs  from  other  States. 

No  surveys  have  been  made  for  the  purpose  of  determining  the  cost 
or  practicability  of  such  navigable  connections. 

Upon  this  subject  see  testimony  of  Col.  B.  W.  Frobel,  on  pages  115 
to  172  of  the  evidence. 

Fourth.  It  is  stated  that  the  line  will  open  up  a  large  home-market 
for  the  grain  of  the  West  which  now  seeks  a  market  in  foreign  countries, 
thus  reducing  the  cost  of  transport  between  the  producer  and  the  con- 
sumer, and  leading  to  a  very  large  increase  in  the  production  and  ex- 
portation of  cotton. 

THE  MISSISSIPPI  AND  TRIBUTARY  EIVERS. 

Prior  to  the  opening  of  the  New  York  and  Canadian  canals,  and  the 
construction  of  lines  of  railways  from  the  West  to  the  East,  the  Mis- 
sissippi River,  with  its  navigable  tributaries,  formed  the  only  avenues 
of  commerce  between  the  territories  embracing  the  present  Western 


188  TRANSPORTATION  TO  THE  SEABOARD. 

States  and  other  States  of  the  Union,  and  also  between  the  Western 
States  and  foreign  countries.  The  construction  of  the  canals  and  rail- 
roads mentioned,  together  with  the  closing  of  the  Mississippi  Eiver 
by  the  war,  the  general  paralysis  of  business  at  the  South,  and  the 
increase  in  the  size  of  ocean  vessels,  have  turned  the  greater  part  of  that 
commerce  eastward,  to  the  markets  of  the  Atlantic  States,  and  to  for- 
eign countries,  by  the  way  of  Montreal  and  New  York,  and  other  cities 
on  the  Atlantic  seaboard.  This  deflection  of  the  commerce  of  the  West 
to  the  northern  routes  of  transport  has  not,  however,  in  any  sense  dimin- 
ished the  value  of  the  Mississippi  Eiver  as  a  great  commercial  highway. 
In  view  of  the  facts  we  have  stated  in  regard  to  the  relative  economy 
of  water  and  rail  transport  for  the  surplus  products  of  the  West,  and 
of  the  failure  of  railways  to  supply  sufficiently  cheap  transportation  to 
meet  the  demands  of  the  rapidly-increasing  commerce  between  the  great 
central  basin  of  the  continent  and  the  markets  of  the  world,  it  is  far 
more  important  now  than  ever  before.  Finding  that  no  real  and  sub- 
stantial relief  is  to  be  anticipated  from  additional  railways  under  private 
control  without  regulation,  and  that  but  little  actual  competition 
exists  anywhere,  except  upon  water-lines,  public  attention  has  of 
late  been  directed  to  the  natural  channels  which  seem  to  be  so  plainly 
indicated  by  the  hand  of  the  Great  Architect  of  the  continent.  In 
searching  earnestly  for  some  practical  method  of  reducing  the  burdens 
which  now  bear  so  heavily  upon  the  producing  interests  of  a  large  sec- 
tion of  our  country,  the  committee  have  been  impressed  with  the  con- 
viction that  no  plan  yet  suggested  promises  more  speedy  aud  valuable 
results  for  the  same  expenditure  of  money  than  the  improvement  of  the 
Mississippi  Eiver  and  its  navigable  tributaries. 

The  vast  extent  and  wonderful  fertility  of  the  country  which  these 
rivers  drain,  the  nature,  variety,  and  location  of  the  products  seeking 
transportation,  the  almost  incalculable  commerce  which  demands  the 
facilities  they  seem  designed  by  nature  to  supply,  all  point  to  the 
expediency  of  availing  ourselves  at  the  earliest  practicable  moment  of 
the  advantages  which  they  present. 

That  the  commerce  of  New  Orleans  and  of  the  entire  Mississippi 
Valley  is  now  greatly  depressed  and  embarrassed  by  obstacles,  not  by 
any  means  insurmountable,  is  very  obvious,  and  that  the  industrial 
interests  of  the  country  are  unnecessarily  taxed  for  the  want  of  adequate 
improvements  of  the  Mississippi  Eiver  is  demonstrable  beyond  a  doubt. 

Notwithstanding  the  present  exceedingly  adverse  circumstances 
affecting  this  great  river  as  a  great  commercial  highway,  which  are 
hereinafter  fully  set  forth,  a  glance  at  its  existing  commerce  and  advan- 
tages may  serve  to  illustrate  to  some  extent  its  future  possibilities, 
and  to  suggest  the  necessity  for  governmental  action.  A  statement  of 
the  advantages  of  any  given  route  for  the  movement  of  grain  necessarily 
involves  a  consideration  of  the  areas  which  produce  a  surplus  of  cereal 
products.     In  illustration  of  this  subject  we  have  appended  to  this  re- 


TRANSPORTATION    TO    THE     SEABOARD.  189 

port  crop-maps,  prepared,  by  the  Superintendent  of  the  Census  for  1870, 
from  which  it  will  be  observed  that  the  areas  of  greatest  production  are 
so  located  as  to  be  peculiarly  benefited  by  the  improvements -under  con- 
sideration. 

A  valuable  table  prepared  by  Mr.  J.  E.  Dodge,  statistician  of  the 
Agricultural  Department,  showing  the  estimated  yield  of  wheat,  corn, 
rye,  oats,  and  barley,  for  the  year  1872,  may  also  be  found  on  page  199 
of  the  appendix.  It  exhibits  the  yield  of  cereals  in  each  State,  and  in 
several  divisions  of  States. 

It  appears  from  the  data  in  regard  to  the  eastward  and  southward 
movements  of  grain  from  the  Western  and  Northwestern  States  presented 
in  the  section  of  this  report  relating  to  the  course  of  trade  that  178,021,426 
bushels,  or  83  per  cent.,  was  shipped  east  by  the  lakes,  the  New  York  and 
Canadian  canals  and  railroads  during  the  year  1872,  and  that  35,000,000 
bushels,  or  17  per  cent.,  was  shipped  south  by  the  Mississippi  Eiver,  and 
by  railroads  extending  from  the  Western  States  into  the  Gulf  States. 
The  total  quantity  of  grain  received  at  New  Orleans  during  the  year 
1872-'73  amounted  to  13,219,576  bushels,  or  38  per  cent,  of  the  total 
southern  movement. 

The  statistics  of  production  by  counties  given  in  the  Census  for  1870, 
and  in  the  annual  reports  of  the  Agricultural  Department  in  connection 
with  the  maps  here  republished,  furnish  an  almost  illimitable  fund  for 
theoretical  computations  as  to  the  areas  for  which  particular  routes  may 
be  supposed  to  furnish  the  cheapest  means  of  transport  to  home  and 
foreign  markets,  and  for  conjectures  as  to  what  will  be  the  results  of 
improving  or  constructing  particular  routes.  It  is,  however,  proper  in 
this  report  to  treat  only  of  facts  as  to  the  actual  course  of  trade,  and  to 
mention  only  probable  results  of  the  construction  or  improvement  of 
important  commercial  highways. 

In  addition  to  what  has  already  been  stated,  a  few  words  as  to  the 
course  of  trade  eastward  and  southward  may  serve  to  show  the  actual 
and  relative  value  of  the  Mississippi  Eiver  as  a  highway  of  commerce 
between  the  interior  and  the  seaboard. 

The  markets  for  the  surplus  grain  products  of  our  Western  and  North- 
western States  may,  for  the  purpose  of  illustration,  be  stated  as  follows : 

1st.  Interior  markets  of  the  Atlantic  States. 

2d.  The  cities  on  the  Atlantic  seaboard. 

3d.  The  Gulf  States. 

4th.  Foreign  countries. 

No  elaborate  computations  are  necessary  in  order  to  show  that  the 
cost  of  transporting  the  surplus  products  of  the  West  to  markets  of  the 
North  Atlantic  States  by  the  Erie  Canal  and  railroads  from  the  West 
to  the  East  must  be  much  less  than  would  be  the  cost  of  transporting 
such  products  to  ports  on  the  Mississippi  Eiver,  thence  to  New  Orleans, 
thence  to  Atlantic  seaports,  and  thence  by  rail  or  water  to  interior 
points.     The  quantity  of  grain  consumed  in  these  States,  however,  not 


190  TRANSPORTATION  TO  THE  SEABOARD 

including  the  large  seaboard  cities,  amounted  in  the  year  1872  to  about 
37,000,000  bushels,  or  about  18  per  cent,  of  the  total  surplus  grain  of 
the  West  during  that  year. 

It  is  also  evident  that  the  cheapest  means  of  transporting  grain  from 
the  State  of  Michigan,  and  from  the  portions  of  the  States  of  Ohio,  In- 
diana, Wisconsin,  and  Minnesota,  bordering  upon  the  lakes,  is  by  the 
lakes  and  the  New  York  and  Saint  Lawrence  canals  and  by  railroads 
extending  from  the  lake  ports  to  ports  on  the  Atlantic  seaboard.  The 
history  of  the  actual  course  of  trade  between  the  West  and  the  East 
during  the  last  thirty  years  is  a  commentary  upon  this  statement,  which 
appears  to  place  it  beyond  all  question.  A  difference  of  opinion  exists, 
however,  in  regard  to  the  cost  of  transporting  grain  and  other  products 
of  a  very  large  part  of  the  Western  States,  not  embraced  within  the 
territory  bordering  on  the  lakes,  both  to  Atlantic  seaports  and  to  the 
markets  of  Europe. 

The  most  reliable  data  as  to  the  cost  of  transportation  over  any  two 
competing  routes  may  be  deduced  from  the  actual  freight-charges,  where 
such  charges  are  regulated  under  fair  competition  by  the  laws  of  supply 
and  demand. 

Two  comparative  statements  will  be  given,  based  upon  data  for  the 
year  1872,  as  follows : 

FIRST   STATEMENT. 

Rate  per 
bushel. 
Cts.  M. 

Average  freight-charges  from  Chicago  to  New  York  by  lake  and  canal  26.6 
Average  freight-charges  from  Saint  Louis  to  New  York : 

Saint  Louis  to  New  Orleans  (average  for  the  year) 13.9 

Saint  Louis  to  New  York  (average  for  the  year) 13.7 

27.6 

Less  by  lake  and  canal  route .....     1.0 

Adding  transfer  charges  and  marine  insurance  and  we  obtain  the 
total  cost  of  transportation  in  each  case  as  follows: 

Cts.  M. 

Total  cost  of  transportation  from  Chicago  to  New  York 31.  4 

Total  cost  of  transportation  from  Saint  Louis  to  New  York 34.  0 

Less  by  lake  and  canal  route 2.  6 

SECOND   STATEMENT. 

This  statement  relates  to  the  transportation  of  grain  from  Chicago  to 
Liverpool  and  from  Saint  Louis  to  Liverpool. 

Kate  per 
bushel. 
Cts.  M. 

Average  freight-charges  from  Chicago  to  Liverpool 45.  8 

Average  freight- charges  from  Saint  Louis  to  Liverpool 40.  9 

Less  from  Saint  Louis  to  Liverpool 4.  9 


TRANSPORTATION    TO    THE    SEABOARD.  191 

Adding  the  transfer-charges  and  marine  insurance  and  we  obtain  the 
total  cost  of  transportation  as  follows: 

Cts.  M. 

Total  cost  of  transportation  from  Chicago  to  Liverpool 53.  7 

Total  cost  of  transportation  from  Saint  Louis  to  Liverpool 47. 3 

Less  from  Saint  Louis  to  Liverpool 6. 4 

The  average  high- water  rate  from  Saint  Louis  to  New  Orleans  during 
the  year  1872  was  only  11  cents  per  bushel  (60  pounds),  whereas  the 
average  rate  for  the  year  was  13.9  cents,  as  stated  above.  Taking  the 
high- water  rate  instead  of  the  average  for  the  year  as  above  and  we  find 
the  total  freight-charge  from  Saint  Louis  to  New  York  to  be  1.9  cents 
less  than  the  total  freight-charge  from  Chicago  to  New  York,  and  the 
total  cost  of  transport  from  Saint  Louis  to  New  York  (including  trans- 
fer and  marine  insurance)  to  be  3  mills  less  than  the  total  cost  of  trans- 
portation from  Chicago  to  New  York.  Taking  the  high- water  rate  from 
Saint  Louis  to  New  Orleans  in  the  second  statement  we  shall  find  the 
actual  freight-charge  from  Saint  Louis  to  Liverpool  to  be  7.8  cents  less 
than  the  actual  freight- charge  from  Chicago  to  Liverpool,  and  the  total 
cost  of  transportation  (including  transfers  and  marine  insurance)  to  be 
9.3  cents  less  from  Saint  Louis  to  Liverpool  than  from  Chicago  to  Liv- 
erpool.* 

The  comparisons  with  the  high-water  rates  on  the  Mississippi  River 
afford,  perhaps,  the  best  illustration  of  the  possibilities  of  that  line,  be- 
cause with  the  proposed  improvements  the  navigation  would  be  quite  as 
good  during  the  entire  season  as  during  high  water  at  present.  Mr. 
Henry  C.  Haarstick,  vice-president  and  general  superintendent  of  the 
Mississippi  Valley  Transportation  Company  (barge  line),  expresses  the 
opinion  that  with  the  improved  river  wheat  can  be  carried  from  Saint 
Louis  to  New  Orleans,  at  a  fair  compensation,  for  7^  cents  per  bushel, 
and  that  the  possibilities  of  this  route  from  Saint  Louis  to  Liverpool 
are  about  28£  cents  per  bushel.  (Evidence,  p.  623.)  It  is  also  shown 
by  the  exhibit  of  actual  expenses  of  the  tow-boat  Future  City,  with  five 
barges  (each  barge  1,500  tons  capacity),  and  the  whole  costing  $135,000, 
that  the  total  cost  from  Saint  Louis  to  New  Orleans  was  seven-tenths 
of  one  mill  per  ton  per  mile — equal  to  5J  mills  on  a  bushel  of  wheat  for 
the  entire  distance.  (Evidence,  p.  851.)  With  a  large  and  constant  busi- 
ness, it  is  evident  that  the  charges  could  be  reduced  below  7i  cents,  and 
yet  afford  a  liberal  return  for  the  capital  invested. 

On  the  other  hand,  it  is  probable  that  by  the  improvements  already 
discussed  the  charges  on  the  northern  water-line  could  be  considerably 
reduced.    The  estimate  of  the  State  engineer  of  New  York  is  that  the 

"The  freight-rates  from  Saint  Louis  to  New  Orleans  are  taken  from  the  annual  re- 
port of  the  Union  Merchants'  Exchange  of  Saint  Louis  and  the  freight-rates  from  New 
Orleans  to  New  York  and  from  New  Orleans  to  Liverpool  by  Messrs.  L.  J.  Higby,  A. 
K.  Miller,  and  J.  F.  Bordeau,  merchants  of  New  Orleans.  The  freight-rates  from  New 
York  to  Liverpool  were  furnished  by  the  New  York  Produce  Exchange. 


192  TRANSPORTATION    TO    THE    SEABOARD. 

proposed  enlargement  of  the  Erie  Canal  would  reduce  the  cost  of  trans- 
portation one-half;  and  the  estimates  of  Mr.  McAlpine  and  others  show 
that  very  large  reductions  can  also  be  made  by  the  construction  of  the 
Oswego  and  Oneida  Lake  route,  and  by  the  opening  of  the  Caugh- 
nawaga  and  Lake  Champlain  route. 

The  foregoing  comparative  statements  are  submitted  merely  as  in- 
dices of  a  general  fact  in  regard  to  the  economy  of  grain  transportation 
from  the  interior  to  the  seaboard  and  foreign  countries.  It  is  necessary 
also  to  consider  other  circumstances  affecting  the  course  of  trade. 

These  circumstances  will  be  discussed  hereafter  in  connection  with 
reasons  why  so  small  an  amount  of  Western  cereals  now  find  their  way 
to  foreign  markets  via  New  Orleans. 

The  markets  to  which  grain  is  now  exported  from  New  Orleans  and  the 
development  of  commerce  with  the  tropical  countries  on  this  continent. 

The  receipts  and  exports  of  grain  at  New  Orleans  for  five  years, 
1868-'69  to  1872-'73,  inclusive,  may  be  found  on  pages  842  and  843  of 
the  evidence.  The  total  receipts  of  corn  during  the  period  of  five  years 
amounted  to  22,394,937  bushels,  and  the  shipments  to  9,259,310  bushels. 
The  quantity  of  corn  shipped  to  the  various  markets  appears  to  be  as 

follows : 

Bushels. 

To  New  York 507,323 

To  Boston 12, 925 

To  other  ports  of  the  United  States 5, 124, 077 

Total  to  ports  of  the  United  States 5,  644, 325 

To  Cuba 707,  589 

To  Great  Britain.... 1,837,867 

To  other  foreign  ports 1,  069, 529 

TotaL  to  foreign  ports 3,  614, 985 

The  total  receipts  of  wheat  during  the  same  period  of  five  years 
amounted  to  764,005  bushels.     The  shipments  of  wheat  were  as  follows: 

Bushels. 

To  New  York 135, 332 

To  Baltimore 2,155 

To  other  United  States  ports , 400, 862 

Total  to  United  States  ports 538, 349 


To  Great  Britain 137,615 

To  other  foreign  ports 64,  685 


Total  to  foreign  ports 202,  300 

Total  exports  of  wheat,  740,649  bushels. 


TRANSPORTATION    TO    THE    SEABOARD.  193 

The  receipts  and  shipments  of  wheat- flour  are  given  on  pages  847  and 
848  of  the  evidence.  The  receipts  during  the  year  ending  August  31, 
1873,  amounted  to  1,040,124  barrels,  and  the  shipments  were  as  follows: 

Barrels. 

To  New  York 9,  905 

To  Boston None. 

To  Philadelphia  None. 

To  other  United  States  ports 3G3,  901 

Total  to  United  States  ports 373, 920 

To  Great  Britain 10,  740 

To  Cuba 30,  980 

To  other  foreign  ports ' 15,  304 

Total  to  foreign  ports G3,  030 

Total  shipments  of  wheat-flour,  430,902  barrels. 

The  shipments  of  corn,  wheat,  and  wheat-flour  from  New  Orleans  to 
other  United  States  ports  are  believed  to  have  been  almost  exclusively 
to  Gulf  ports,  and  embrace  the  greater  part  of  the  shipments  to  home 
markets.  About  one-half  the  corn  shipped  to  foreign  countries  was 
exported  to  Great  Britain,  and  the  other  half  is  believed  to  have  been 
exported  to  Cuba,  Mexico,  and  Central  America.  The  shipments  of 
wheat  from  New  Orleans  are  very  small.  The  shipments  of  wheat-flour 
to  United  States  ports  embrace  about  80  per  cent,  of  the  total  ship- 
ments, and  are  chiefly  to  Gulf  ports. 

New  Orleans  is  the  only  port  for  the  shipment  of  grain  by  water  from 
the  Western  States  to  the  southern  portions  of  the  Gulf  States,  and  by 
virtue  of  its  geographical  position  it  enjoys  superior  advantages  over 
every  other  American  port  for  commerce  between  the  Western  and 
Northwestern  States,  and  Mexico,  Central  America,  and  the  West  In- 
dies. New  Orleans  also  has  marked  geographical  advantages  in  com- 
merce between  the  United  States  and  South  America. 

The  following  views  expressed  by  Hon.  W.  M.  Burwell,  of  New  Or- 
leans, on  pages  853  and  855,  inclusive,  of  the  evidence,  are  worthy  of 
very  careful  attention. 

Mr.  Burwell  says : 

"The  subject  upon  which  I  am  specially  requested  to  report  is  in 
regard  to  the  state  of  commerce  between  the  Valley  of  the  Mississippi 
and  the  Spanish  American  States.  There  are  many  of  us  wrho  believe 
that  the  trade  lines  of  latitude  cross  above  us,  and  that  a  very  large 
proportion  of  the  western  productions  will  move  directly  to  Atlantic 
ports  for  exportation,  as  they  will  and  have  received  the  foreign  impor- 
tations through  the  same  ports.  I  would  say  that  in  the  estimation  of 
many  in  this  city,  merchants  and  others,  the  most  important  object  of 
S.  Rep.  307 13 


194  TRANSPORTATION  TO  THE  SEABOARD. 

improving  the  Mississippi  River  will  be  to  establish  a  direct  line  of 
communication  between  the  immense  productive  interior  of  the  West 
and  the  consuming  markets  of  and  beyond  the  tropics.  There  is  a 
physical  impediment  in  the  way  which  we  ask  Congress  to  remove;  but 
there  are  diplomatic  impediments  also,  which  are  even  greater,  as  far 
as  that  line  of  trade  is  concerned,  than  the  physical  impediments  to 
which  I  referred.  The  diplomatic  impediments  consist  in  the  want  of 
reciprocal  trade-treaties  between  the  United  States  and  the  Spanish 
American  States  that  are  adjacent  to  or  lie  south  of  us.  Gentlemen 
know,  and  especially  members  of  the  Senate  of  the  United  States, 
better  than  we  do,  the  precise  state  Of  the  treaties  between  the  United 
States  and  the  Spanish- American  powers;  and  they  will  remember 
that,  with  the  exception  of  a  few  special  conventions,  there  has  been 
scarcely  any  changes  made  in  the  treaty  relations  of  those  two  great 
interests  since  almost  the  origin  of  the  government.  Almost  all  our 
trade-treaties,  as  I  understand,  are  based  on  the  phrase  of  "the  most 
favored  nations;"  and  while  such  are  the  terms  of  our  commercial 
treaties  with  Spain,  and  while  it  is  true  that  we  can  carry  American 
provisions  or  American  manufactures  into  Spanish  possessions  on  the 
same  terms  with  any  other  power,  yet,  when  the  fact  is  that  we  are  the 
only  people  producing  corn  and  grain  and  hog  products,  that  we  do  send 
to  tlie  Spanish -American  possessions,  it  is  perfectly  plain  that  that 
which  is  a  tax  on  the  trade  of  the  most  favored  nations  is  practically 
an  oppressive  tax  upon  the  trade  of  the  United  States.  The  Spanish 
tax  iu  Cuba  is  40  cents  on  the  bushel  on  corn,  which  is,  altogether, 
equivalent  to  the  entire  cost  of  transportation  from  Iowa  to  New  York. 
The  tax  there  is  $55  on  an  American  horse,  $19  on  a  mule,  $8  on  a 
barrel  of  flour,  and  3h  cents  on  lard.  And  it  is  plain  that  a  tax  of  80 
per  cent.,  which  is  the  average  upon  the  products  almost  exclusively 
marketed  by  Americans,  is  an  excessive  tax  when  contrasted  with  the 
American  tax  upon  the  products  of  Cuba.  We,  as  I  understand,  only 
tax  two  of  the  principal  products  of  Cuba.  We  admit  her  coffee  duty 
free,  and  we  impose  a  tax  of  something  upward  of  2  cents  on  sugar, 
and  a  tax  of  some  75  per  cent,  on  tobacco  manufactured  and  not  manu- 
factured. 

"Our  schedule  of  duties,  then,  would  not  average  25  per  cent,  on  her 
products,  while  hers  averages  on  ours  certainly  80  per  cent.  It  seems  to 
me  as  if  the  Government  of  the  United  States,  the  Senate,  the  diplomatic 
power,  would  or  could,  by  any  means,  establish  the  same  principle  of 
reciprocity  in  regard  to  Cuba  which  has  been  so  zealously  sought  to  be 
re-established  with  Canada,  there  would  be  a  draught  of  trade  from  the 
great  interior  West  into  the  markets  of  gold  and  silver,  of  sugar  and 
coffee,  and  that  there  would  be  a  great  gain  to  the  people  of  the  West 
in  sending  their  trade  in  this  direction,  instead  of  being  compelled  to 
market  it  in  Europe,  and  to  import  commodities  received  in  exchange 
across  the  Atlantic  Ocean.  I  confine  myself,  however,  to  say  that  the 
rate  of  Spanish  duties  in  Cuba  is  not  reciprocal  with  respect  to  our  owu. 

"  When  we  get  to  Mexico  we  find  that  the  rate  of  duties  there  is  still 
more  excessive.  As  a  matter  of  course  we  cannot  control  the  legislation 
of  Mexico,  but  there  should  be  an  immense  demand  for  American  west- 
ern products  there.  Yet  if  an  American  commodity  is  landed  at  Vera 
Cruz,  and  pays  all  the  charges,  interest,  Federal  and  State,  municipal 
and  railroad  duties  up  to  Mexico,  your  own  consul  has  shown  that  the 
aggregate  of  this  tax  is  96  per  cent.  As  one  result,  the  people  of  the 
United  States  send  to  ten  millions  of  people  within  three  and  one-half 
days  of  this  place  but  about  10  per  cent,  of  the  commerce  which  they 


TRANSPORTATION  TO  THE  SEABOARD. 


195 


receive.  That  commerce  is  supplied  to  a  very  great  extent,  so  far  as  it 
exists  at  all,  from  other  countries." 

The  enormous  taxes  imposed  on  American  products  in  Cuba,  Mexico, 
and  other  tropical  countries  and  colonies  on  this  continent,  appear  fully 
to  sustain  Mr.  Burwell  in  the  views  he  has  expressed  in  regard  to  the 
importance  of  measures  having  in  view  the  establishment  of  reciprocal 
relations  of  trade  tending  to  remove  the  present  burdens  upon  commerce, 
and  thus  to  increase  very  largely  our  exports  to  Mexico,  Central  America, 
the  West  Indies,  and  South  America. 

Some  idea  of  the  possible  development  of  trade  with  these  countries 
and  islands  may  be  formed  by  referring  to  the  statistics  of  their  popula- 
tion, our  commerce  with  them,  and  their  total  commerce  with  all  foreign 
countries. 

Population. 

Mexico 9, 175,  000 

Central  America 2,  665,  000 

South  America 26,  259,  000 

West  Indies 4,  000,  000 

Total 42,  099,  000 

Value  of  our  imports  from  and  of  our  exports  to  Mexico,  Central  America, 
the  West  Indies,  and  South  America,  1873. 


Countries. 

Value  of  im- 
ports. 

Value  of  ex- 
ports. 

Mexico 

$18, 566, 154 

2, 238,  896 

103, 006,  062 

75, 988,  999 

$6, 430, 163 
1,347  549 

Central  America 

West  Indies* 

35  059  372 

South  America  t 

29  641  967 

Total 

199, 800,  111 

72,  479,  051 

It  appears  that  the  balance  of  trade  with  these  countries  during  the 
year  ending  June  30,  1873,  was  against  us  by  the  sum  of  $127,321,060, 
the  value  of  our  exports  having  amounted  to  only  36-^  per  cent,  of  the 
value  of  imports. 

But  the  possibilities  of  commerce  with  those  countries  are  indicated 
by  comparing  the  value  of  our  trade  with  them  with  the  value  of  their 
total  commerce  with  all  foreign  countries. 

*  Including  also  Dutch  Guiana,  French  Guiana,  and  British  Honduras, 
are  the  Argentine  Republic,  Brazil,  Chili,  Peru,  Uruguay,  Venezuela,  British  Guiana, 

t  The  only  South  American  States  named  in  our  reports  of  commerce  and  navigation 
and  the  United  States  of  Colombia. 

N.  B. — The  value  of  imports  and  exports  are  both  expressed  in  United  States  cur- 
rency. 


196 


TRANSPORTATION     TO    THE    SEABOARD. 


Table  A. — Statement  showing  the  value  of  the  total  commerce  {exports 
and  imports)  of  Mexico,  Central  America,  the  West  Indies,  and  South 
America  with  the  United  States  and  ivith  all  foreign  countries. 


Countries. 

Value  of  total 
commerce. 

Value  of  com- 
merce with  the 
United  States. 

$25, 000,  000 

11,500,000 

250,  000,  000 

450, 000,  000 

$24,  996,  317 
3,586  445 

Central  America  ...... 

West  Indies .. 

138,065  434 

South  America 

105, 630, 966 

Total 

736,500,000       272,279,162 

Table  B. — Statement  showing  the  value  of  the  commerce  of  Great  Britain 
with  Mexico,  Central  America,  the  West  Indies,  and  South  America  dur- 
ing the  year  1872. 


Countries. 

Value  of  im- 
ports into 
Great  Britain. 

Value  of  ex- 
ports from 
Great  Britain. 

Mexico 

Gold. 

$2, 158,  409 

6,  335,  866 

52, 239,  930 

128, 878, 139 

Gold. 
$4,  377, 601 
2,  436,  067 

Central  America ...*.. 

South  America 

33, 250,  137 
123, 710,  792 

Total 

189, 612,  344 

163, 774,  597 

The  total  value  of  the  commerce  of  these  countries  and  colonies 
and  the  value  of  their  commerce  with  Great  Britain  and  the  United 
States  may  be  stated  as  follows : 


Countries. 

Value. 

Per  cent. 

$397,  560,  308 

272, 279, 162 

66,  660,  530 

54 

Commerce  with  the  United  States 

37 

Commerce  with  all  other  countries 

9 

Total  commerce 

736, 500,  000 

100 

N.  B. — Value  of  commerce  with  Great  Britain  is  here  reduced  to  United  States  cur- 
rency. 

The  lesson  which  these  statistics  convey  needs  no  further  elaboration 
here. 

With  such  facts  before  them,  the  committee  do  not  hesitate  to  recom- 
mend that  our  government  shall  at  once  adopt  measures  to  establish 
more  advantageous  commercial  relations  with  the  countries  above  men- 
tioned, and  especially  such  measures  as  will  tend  to  increase  the  amount 
of  our  exports  of  grain  and  other  farm  products  to  them.  The  improve- 
ment of  the  Mississippi  Kiver,  and  the  consequent  development  of  a 


TRANSPORTATION  TO  THE  SEABOARD. 


197 


large  commerce  at  New  Orleans,  will  tend  to  bring  us  into  closer  rela- 
tions Avitk  them,  and  thereby  to  give  us  that  share  of  their  trade  to 
which  our  geographical  position  entitles  us. 

Trade  between  New  Orleans  and  Great  Britain. —  Why  cereals  are  not 
exported  in  larger  quantities  via  New  Orleans. 

If  all  these  things  be  true,  if  western  products  can  be  exported  as 
cheaply,  or  nearly  so,  via  New  Orleans  to  New  York,  and  apparently 
cheaper  via  New  Orleans  to  Liverpool  than  by  any  other  route ;  if  its 
geographical  position  is  so  favorable  for  a  large  tropical  trade,  the  ques- 
tion very  naturally  presents  itself,  why  is  not  a  very  much  larger  quan- 
tity of  grain  shipped  by  that  route  %  Why  is  it  that,  with  all  these  ad- 
vantages, so  large  a  proportion  of  the  heavy  products  of  the  West  cross 
the  Mississippi  Eiver  and  climb  over  high  mountains.,  on  expensive  rail- 
ways, rather  than  float  down  the  river-current  to  the  ocean?  There 
are  various  circumstances  which  determine  the  course  of  trade  beside 
the  current  rates  of  transportation.  The  magnitude  of  the  grain  busi- 
ness of  a  port  depends  upon  the  amount  of  available  tonnage  seeking 
freights,  and  this  depends  largely  upon  the  general  business  of  the  port- 
This  is  true  not  only  with  respect  to  grain,  but  of  all  commodities  which 
will  not  bear  the  cost  of  a  round  trip.  It  is  not  true,  however,  in  regard 
to  more  valuable  commodities,  such  as  cotton,  tea,  sugar,  and  other  arti- 
cles of  commerce,  which  can  bear  freight-charges  high  enough  to  meet 
the  necessary  profits  for  both  the  inward  and  outward  voyage. 

This  is  illustrated  by  the  statistics  of  imports  and  exports  at  New 
Orleans  and  New  York,  and  of  other  commercial  seaports  of  the  United 
States.  There  are  no  available  statistics  indicating  the  weight  and  vol- 
ume of  the  commodities  exported  from  and  imported  into  the  several 
ports  of  the  United  States — only  the  values  and  the  amount  of  tonnage 
entered  can  be  stated. 


Value  of  imports  and  exports  of  ports  of  the  United  States  during   the 
year  ending  June  30,  1872. 


Cities. 


Boston 

New  York 

Philadelphia . 

Baltimore 

Charleston... 

Savannah 

Mobile 

New  Orleans. 
San  Francisco 


Value   of    im- 
ports. 


Value    of 
ports. 


Dollar  8. 

70,  398, 185 

418,515,829 

20,  383,  853 

28,  836,  305 

740, 976 

627, 410 

1,761,402 

18,  542, 188 

33,  330,  501 


Dollars. 
21,443,154 
270, 413,  674 
20, 982,  876 
18, 325, 321 
10,  933, 430 
28, 246, 607 
13, 938, 605 
89,501,149 
26, 243,  061 


Tonnage  entered 
from  foreign 
ports. 


Tons. 

881,486 

3,  969,  339 

417,911 

368, 136 

43,  576 

139,523 

55,  H95 

501, 965 

423, 572 


NOTE.- 

rency. 


-The  value  of  imports  is  expressed  in  gold,  and  the  value  of  exports  in  cur- 


198  TRANSPORTATION    TO    THE    SEABOARD. 

From  this  table  it  would  seem  that  Boston,  New  York,  Baltimore,  and 
San  Francisco  are  able,  other  things  being  equal,  to  offer  the  greatest 
inducements  for  the  exportation  of  cheap  commodities,  because  at  each 
of  those  places  the  imports  are  greatly  in  excess  of  the  exports,  and 
consequently  there  is  always  a  large  amount  of  tonnage  offering  for 
outgoing  shipments.  Charleston,  Savannah,  Mobile,  and  New  Orleans, 
on  the  other  hand,  have  a  very  large  excess  of  exports  over  imports, 
and  consequently  no  very  large  additional  exportation  of  cheap  com- 
modities is  likely  to  take  place  at  any  of  these  ports  until  the  conditions 
of  trade  are  changed.  At  New  Orleans  the  total  value  of  exports  for 
the  year  ending  June  30, 1872,  amounted  to  $89,501,149,  of  which  cotton 
constituted  $82,121,910,  and  the  value  of  grain  and  flour  amounted  to 
only  $1,212,133,  over  93  per  cent,  of  the  value  of  the  entire  exports  being 
cotton,  and  only  about  1.3  per  cent,  consisting  of  flour  and  grain.  The 
imports  consisted  largely  of  heavy  commodities,  such  as  pig-iron,  salt, 
and  railroad  iron,  and  were  carried  at  very  low  rates  of  freight.  The 
above  figures  do  not,  however,  represent  the  actual  relative  tonnage 
capacity  entered  and  cleared.  On  this  point  Capt.  Silas  Weeks,  of  the 
Mississippi  and  Dominion  Steamship  Company,  says  that  the  tonnage 
of  cargoes  from  Liverpool  to  New  Orleaus  is  about  half  that  of  outward 
cargoes,  and  that  in  consequence  of  the  light  return  cargoes  the  freight 
rates  obtained  by  that  company  from  Liverpool  to  New  Orleaus  are  not 
quite  so  much  as  from  Liverpool  to  New  York.  The  tendency  of  the 
laws  of  trade  is  always  toward  an  equilibrium  between  the  volume  of 
imports  and  exports.  Vessels  which  take  a  full  paying  cargo  one  way 
always  seek  return-cargoes,  even  at  very  low  rates,  rather  than  sail  in 
ballast.  Hence,  although  the  distance  from  Liverpool  to  New  Orleans 
is  much  greater  than  from  Liverpool  to  New  York,  the  rates  are  some- 
what lower  by  the  former  route.  The  natural  tendency  of  this  fact  is  to 
stimulate  the  importation  of  merchandise  at  New  Orleans  destined  to 
the  Southern  States,  and  also  to  the  Western  States.  The  question  then 
arises,  Why  do  not  these  States  now  receive  their  imported  goods  by 
the  way  of  New  Orleans!  The  answer,  in  our  judgment,  is  found  in  the 
fact  that  the  controlling  influence  of  capital  is  directed  almost  exclu- 
sively in  other  channels.  Money  is  a  magnet  of  wonderful  power.  Both 
ships  and  merchandise  obey  its  imperious  mandates. 

But  why  has  not  capital  sought  this  route,  if  it  be  cheap  and  prac- 
ticable? For  several  reasons.  First.  Because  the  rebellion  crippled  and 
paralyzed  the  South,  while  the  war  electrified  and  strengthened  the 
commercial  interests  of  the  North.  The  commerce  of  the  Mississippi 
River  which  sought  an  outlet  at  New  Orleans  was  larger  before  18G0 
than  at  present.  Capital,  unable  to  find  safe  employment  at  New  Or- 
leans, sought  the  ports  of  the  North,  and  by  the  construction  of  rail- 
roads and  ships,  new  channels  of  commerce  were  created  and  old  chan- 
nels enlarged  and  improved. 

The  change  in  ocean  shipping  from  sailing  to  steam  vessels,  and  the  great 


TRANSPORTATION    TO    THE    SEABOARD.  199 

increase  in  the  size  and  draught  of  vessels  has  also  tended  to  arrest  the 
commerce  of  New  Orleans.  Merchandise  is  transported  upon  the  ocean 
much  more  economically  in  large  than  in  small  vessels.  But  vessels  of 
the  largest  size  canuot  pass  the  bar  at  the  mouth  of  the  Mississippi 
River,  and  hence  for  this  reason,  also,  capital  has  sought  other  ports 
which  ottered  the  necessary  facilities  for  economical  ocean -transport, 
and  the  West,  North,  and  East  have  poured  out  their  wealth  by  hun- 
dreds of  millions  in  the  construction  of  artificial  highways  to  such 
favored  ports.  The  practical  effect  of  the  obstacles  at  the  mouth  of  the 
river  upon  the  tonnage  of  vessels  entering,  is  shown  by  the  average 
tonnage  of  steamers  which  entered  the  port  of  New  Orleans  during  the 
last  three  years.  (See  page  815  of  the  evidence.)  It  is  found  by  ex- 
perience that  from  3,000  to  5,000  tons  is  the  most  profi table  size  for 
ocean  steamers,  and  yet  (hiring  the  last  three  years  the  average  tonnage 
of  steamers  which  entered  the  port  of  New  Orleans  has  been  under 
1,050  tons.  A  reference  to  the  same  statistics  will  show  the  effect  of  the 
obstructions  upon  the  smaller  class  of  steamers  also.  In  1S70-'71  the  total 
number  of  steamers  entered  was  91G,  in  1871-72  G16,  and  1872-73  only 
385.  The  practical  effect,  therefore,  of  the  bar  at  the  mouth  of  the  river, 
and  of  other  obstructions  to  be  mentioned  hereafter,  has  been  to  exclude 
from  that  port  all  vessels  of  the  largest  size,  which  carry  freights  most 
cheaply  and  advantageously,  and  to  deter  vessels  of  the  smaller  class 
from  entering  except  for  cotton,  a  cargo  which  commands  higher  rates 
of  freight  and  fills  the  vessel  without  a  corresponding  increase  of  depth. 
Capt.  A.  K.  Miller,  of  New  Orleans,  agent  of  the  State  Line  Steamship 
Company,  says  that  the  vessels  of  his  line  could  be  loaded  to  21  and  22 
feet,  but  that  on  an  average  they  are  unable,  on  account  of  the  bar,  to 
load  to  more  than  18  feet,  and  sometimes  they  are  limited  to  lGi  or  17 
feet,  depending  upon  the  condition  of  the  pass.  He  estimates  that  with 
a  sufficient  depth  of  water  the  saving  in  freight-charges  would  be  fully 
25  or  30  per  cent.*  It  costs  very  little  more  to  sail  a  fully  loaded  steamer 
than  one  carrying  only  three-fourths  of  her  capacity,  and  the  difference 
between  the  cost  of  navigating  vessels  2,600  tons  and  of  2,000  tons 
is  hardly  appreciable.  Captain  Miller  farther  testifies:  "One  of  our 
ships  is  600  tons  larger  than  the  others.  We  sail  her  with  the  same 
number  of  men.  That  makes  the  same  amount  for  wages  and  provisions. 
There  is  no  difference  in  the  sailing  of  that  vessel  except  some  four  or 
five  tons  of  coal."  (Evidence,  p.  871.)  He  also  mentions  another  fact 
which  explains  to  some  extent  why  the  importations  are  not  larger, 
namely,  the  cargoes  from  the  other  side  being  generally  heavy  articles, 
they  are  able  to  load  only  to  a  certain  draught  in  order  to  get  over  the 
bar.  The  tonnage  thus  excluded  in  both  directions  would  be  clear  profit, 
and  would  enable  vessels  to  carry  at  much  lower  rates.     If  the  mouths 

*  See  also  the  evidence  of  Capt.  Silas  Weeks,  agent  of  the  Mississippi  and  Dominion 
Steamship  Company,  who  says  the  loss  in  operating  the  largest  vessels  of  his  line,  on 
account  of  shallow  Water  on  the  hars,  amounts  to  30  per  ceut.     (Evidence,  p.  871). ) 


200  TRANSPORTATION    TO    THE    SEABOARD. 

of  the  Mississippi  were  so  improved  that  vessels  of  the  largest  size  could 
reach  New  Orleans,  the  additional  amount  of  cargo  carried  would  in- 
crease the  profits  of  the  freighting  business,  and  at  the  same  time 
largely  increase  the  commerce  of  the  port.  It  is  not  surprising  that 
under  such  circumstances  capital  does  not  eagerly  seek  investment  in 
ocean  vessels  for  this  port  while  other  ports  are  free  from  such  obstruc- 
tions. 

The  heavy  tax  imposed  upon  commerce  by  the  organization  known 
as  the  Tow-boat  Association  also  contributes  very  largely  to  the  em- 
barrassments of  Mississippi  Eiver  trade.  Mr.  William  G.  Coyle,  presi  - 
dent  of  the  association,  testified  that  the  charge  for  towing  a  vessel  in 
and  out  is  from  $1.40  to  $1.50  per  ton,  amounting  on  a  2,000  ton  vessel 
to  $2,800,  or  $3,000  per  trip,  (evidence,  p.  889),  as  will  be  seen  by  reference 
to  the  evidence  of  Major  Howell,  page  953,  and  Captain  Follett,  page  9061 
This  association  holds  a  practical  control  of  the  towing  business  at  the 
mouth  of  the  river,  and  the  condition  of  the  bar  enables  them  to  main- 
tain this  control.  The  committee  refer  to  the  evidence  on  this  point  for  an 
illustration  of  the  most  indefensible  monopoly  ever  known  in  the  United 
States.  It  is  proved  to  the  satisfaction  of  the  committee  that  the  Tow- 
boat  Association  have  at  times,  for  purposes  designed  to  subserve  their 
own  interests,  purposely  obstructed  and  blockaded  the  passage  formed 
through  the  bar  by  the  United  States  dredge-boats,  thus  undoing  work 
which  had  been  done  at  great  expense  by  the  government  for  the  benefit 
of  commerce. 

In  the  opinion  of  the  committee  no  individual  or  company  should  be 
allowed  to  exercise  any  exclusive  right  upon  a  natural  navigable  high- 
way of  commerce  within  the  jurisdiction  of-the  United  States.  It  is  the 
duty  of  the  government  to  maintain  unrestricted  freedom  of  commerce 
upon  such  waters.  Any  act  on  the  part  of  an  individual  or  corporation 
tending  to  obstruct  or  blockade  such  highways  is  an  act  of  hostility  to 
the  commerce  of  the  country,  and  demands  such  action  on  the  part  of 
the  government  as  will  effectually  prevent  its  continuance. 

The  committee  recommend  such  legislation  by  Congress  at  the  present 
session  as  may  be  necessary  to  place  the  channel  through  the  bar  at  the 
mouth  of  the  Mississippi  under  the  control  of  the  officer  of  the  War 
Department  in  charge  of  that  work,  in  so  far  as  to  confer  upon  him  the 
power  to  regulate  the  passage  of  merchant- vessels  through  it;  and  the 
committee  also  recommend  such  legislation  as  may  be  proper  to  prevent 
any  improper  restraint  upon  free  competition  in  the  towing  of  vessels 
at  New  Orleans. 

Another  and  perhaps  the  most  potent  cause  why  capital  is  not  more 
readily  invested  in  commercial  enterprises  by  the  New  Orleans  route  will 
be  found  in  the  element  of  uncertainty  caused  by  the  obstructions  named. 
Capital  in  commercial  enterprises  seeks  chiefly  the  more  reliable  chan- 
nels of  trade. 

Exhibit  E,  page  S13  of  the  evidence,  shows  the  depth  of  the  channel  at 


TRANSPORTATION    TO    THE    SEABOARD.  201 

the  mouth  of  the  river  from  July  1,  1871,  to  July  1, 1873 ;  and  also  con- 
tains a  statement,  giving  the  number  of  vessels  grounded,  draught,  time 
of  detention,  and  cause-,  from  which  it  appears  that  the  detentions 
ranged  from  four  hours  to  five  and  a  half  months.  Five  vessels  were  de- 
tained on  the  bar  over  four  months  in  a  single  year.  The  loss  suffered  by 
the  steamer  Memphis  by  reason  of  such  detention  amounted  to  $31,609, 
not  including  loss  of  time  and  expenses  of  crew.  To  the  Tow-boat  As- 
sociation alone  she  was  compelled  to  pay  $8,400.     (Evidence,  p.  849.) 

These  uncertainties  sufficiently  account  for  the  fact  that  western  prod- 
ucts shun  so  dangerous  and  difficult  a  passage  and  that  capital  seeks 
other  and  more  reliable  channels.  Let  us  suppose,  for  the  purpose  of 
illustration,  a  case  of  frequent  occurrence.  A  merchant  at  Liverpool 
wishes  to  order  a  cargo  of  wheat  or  corn.  Delay  in  the  arrival  of  the 
vessel  in  which  it  is  shipped  will  destroy  his  chance  for  speculation  and 
disappoint  his  customers.  He  knows  that  from  the  northern  ports  he 
may  rely  upon  receiving  it  at  a  certain  time,  while  from  New  Orleans  it 
may  be  three  weeks  or  three  months  on  the  way.  Can  there  be  any 
doubt  as  to  which  port  he  will  order  ?  Again,  a  New  Orleans  trader 
purchases  and  ships  to  England  a  cargo  of  corn  or  wheat,  and  draws  on 
his  Liverpool  consignee,  relying  upon  the  arrival  of  the  cargo  to  meet 
his  draft.  The  vessel  is  detained  several  weeks  on  the  bar;  his  draft  is 
protested  and  his  credit  suffers.  He  will  not  be  likely  to  repeat  the  ex- 
periment. Nearly  all  the  great  ocean-steamer  lines  carry  the  mails,  touch- 
ing at  various  points  on  their  voyage.  The  mails  require  certainty  and 
celerity,  and  hence  the  port  of  New  Orleans  must  be  omitted  from  direct 
ocean  mail-service. 

These  reasons  appear  fully  to  explain  why  there  is  lack  of  ocean-tonnage 
at  New  Orleans,  and  why  the  products  of  the  West  climb  over  mountains 
to  reach  the  East  rather  than  float  down  the  river-current  to  the  sea. 

And  yet,  notwithstanding  all  these  disadvantages  and  embarrass- 
ments, New  Orleans  is,  in  the  value  of  her  imports  and  exports,  the  sec- 
ond commercial  seaport  in  the  United  States,  her  commerce  being  sur- 
passed only  by  that  of  New  York.  In  shipping  she  is  the  third  port ; 
her  tonnage  being  exceeded  only  by  that  of  New  York  and  Boston.  Her 
present  commercial  rank  attained  under  all  these  adverse  circumstances 
indicates  the  bright  future  that  awaits  her,  and  is  a  sure  prophecy  of  the 
mighty  volume  of  commerce  which  is  destined  at  no  distant  day  to  find 
its  way  to  the  sea  on  the  grandest  internal  water-way  of  the  world. 

Climatic  difficulties. 

It  has  been  alleged  that  the  Mississippi  Eiver  can  never  become  of 
great  practical  value  for  the  transportation  of  cereals  to  foreign  markets, 
because  of  the  climatic  influences  at  New  Orleans  and  on  the  Gulf, 
which  injure  the  products  of  the  Northwestern  States.  On  this  point 
the  committee  have  taken  the  testimony  of  a  large  number  of  gentlemen 
well  informed  on  the  subject,  some  of  whose  statements  are  as  follows : 


202  TRANSPORTATION    TO    THE    SEABOARD. 

Capt.  A.  K.  Miller,  agent  of  the  State  Line  Steamship  Company, 
says :  "  Daring  my  experience  in  business  we  have  shipped  here  on  our 
ships  about  220,000  bushels  of  corn,  and  have  never,  in  any  instance, 
heard  complaint  of  any  damage  whatever ;  but,  on  the  contrary,  it  has 
landed  in  as  tine  condition  as  when  it  was  shipped."   (Evidence,  page  809.) 

Mr.  Lewis  J.  Higby,  of  New  Orleans,  testified : 

"  Mr.  Chairman,  as  much  has  been  said  about  this  climatic  influence,  I 
will  remark  that  my  experience  at  the  North  in  handling  grain,  from 
1844  to  1868,  was  the  largest  of  any  one  handler  iu  Milwaukee,  I  having 
charge  of  the  Milwaukee  and  Saint  Paul  elevator  and  all  the  grain  that 
the  company  brought  in,  and  my  experience  here  since  1868  to  the  pres- 
ent time,  during  five  years,  has  been  that  we  can  keep  grain  here  longer 
in  the  elevator  than  I  could  in  Milwaukee ;  that  is,  in  the  summer  time, 
1  mean  to  say.        *  *         When  grain  comes  here  from  Saint 

Louis  it  is  generally  six  or  seven  days  on  the  way.  It  is  put  on  barges 
which  are  about  15  feet  between  the  joints,  and  between  the  joints 
there  are  5  feet  of  grain,  usually  on  deck,  and  then  the  windows  are  open 
forward  and  aft,  and  there  is  a  continual  draught  through.  Now,  when 
that  corn  leaves  Saint  Louis,  unless  it  is  iu  the  winter  time,  when  there  is 
no  danger,  in  the  summer  time,  when  the  warm  weather  continues,  that 
draught  passes  through,  and  that  grain  is  undergoing  a  drying  process. 
When  it  gets  here  it  is  in  better  order  when  it  goes  into  the  elevator 
or  on  board  of  a  ship  than  it  is  in  the  spring  of  the  year  in  Milwaukee 
or  on  the  lake.  We  have  stored  grain  here  for  four  months  during  the 
summer  time,  and  then  the  grain  came  out  in  very  good  order. 

"Question.  You  say  you  find  no  more  difficulty  from  damage  to  grain 
here  than  you  did  in  Milwaukee  ? 

"  Answer.  I  do  not  have  so  much  difficulty.  At  the  same  time  I  wish 
to  be  understood  that  grain  will  spoil  anywhere,  no  matter  where  it  is, 
if  it  is  put  in  large  quantities  in  the  winter  time  and  held  until  the 
germinating  season.  No  grain  will  stand  that  in  any  place  under  some 
circumstances. 

"  Question.  Why  do  you  consider  it  safer  here  than  North  '? 

"  Answer.  It  is  for  just  these  reasons  that  I  speak  of,  that  there  are 
more  of  these  humid  hours.  It  is  not  all  day  that  these  hours  occur  at 
the  North,  nor  is  it  so  here.  I  have  not  known  but  two  hours  here  with- 
in the  past  six  months  of  that  kind  of  what  we  call  humid  atmosphere. 
We  have  it  up  North  more  in  the  mouth  of  February.  I  recollect  there 
once  of  losing  twelve  thousand  bushels  of  corn  in  four  days  in  the  mouth 
of  February.  It  wras  sold  for  58  cents  to  a  man,  and  he  had  taken  part 
of  it  away,  and  backed  out  because  it  had  changed  grade.  Those  hours 
you  have  all  experienced  in  the  North  or  somewhere  else,  when  there  is 
seemingly  no  air,  and  the  perspiration  comes  outside  and  stays  on  jour 
skin." 

Mr.  Higby  also  submitted  to  the  committee  an  account  of  the  sale  in 
Liverpool  of  a  cargo  of  corn,  of  which  he  says  : 

"  This  cargo  of  mixed  corn  was  shipped  from  here  June  24  on  the 
steamer  Saint  Louis.  The  thermometer  stood  at  94  the  day  it  went  on 
board,  and  it  had  as  hot  a  passage  through  the  Gulf  as  any  cargo  ever 
will  have ;  yet  when  it  arrived,  which  was  in  twenty-four  days  from  the 
time  of  sailing,  it  sold  at  2s.  6c?.  over  the  same  grade  from  New  York, 
as  it  was  in  better  order."  The  consignees,  John  Stewart  Oxley  &  Co., 
of  Liverpool,  say  "the  corn  could  not  have  been  in  better  condition." 
(Evidence,  p.  841.) 


TRANSPORTATION    TO    THE   SEABOARD.  203 

A  committee  of  the  Union  Merchants'  Exchange,  of  Saint  Louis,  con- 
firmed the  above  statement,  and  also  presented  to  the  committee  a  list 
of  eighteen  cargoes  of  corn  shipped  from  .New  Orleans  to  Europe,  from 
February  11  to  August  26,  1873,  all  of  which  arrived  in  good  condition. 
One  of  these  cargoes  started  on  the  steamer  Memphis,  April  23,  and  was 
detained  on  the  bar  forty-three  days,  but  was  not  injured.* 

Some  of  the  witnesses  have  expressed  a  doubt  as  to  whether  corn  sent 
by  the  Mississippi  route  always  arrived  in  as  good  condition  as  by  the 
railroads  of  the  North  and  by  the  Saint  Lawrence  Kiver,  but  after  the 
most  careful  investigation  of  the  subject,  your  committee  are  of  the 
opinion  that  but  little  if  any  greater  difficulty  need  be  apprehended  by 
this  route  than  by  any  other. 

The  obstructions  at  the  mouth  of  the  Mississippi  River  and  the  proposed 

improvements. 

At  Xew  Orleans  the  Mississippi  Eiver  is  about  half  a  mile  in  width 
and  nearly  one  hundred  feet  deep,  but  about  one  hundred  and  ten  miles 
below  that  city  it  separates  into  several  mouths  or  passes.  As  these 
passes  approach  the  sea  they  increase  in  width  and  become  very  shallow. 
Where  the  muddy  waters  of  the  Mississippi  meet  the  waters  of  the  Gulf, 
their  motion  is  suddenly  arrested,  and  the  immense  quantities  of  sedi- 
ment, borne  by  the  river  from  the  many  thousands  of  miles  of  alluvial 
shores  above,  are  suddenly  precipitated,  and  thus  in  the  absence  of  lit- 
toral currents,  bars  and  shallows  are  formed  which  encircle  the  entire 
delta.  These  bars  are  steadily  advancing  into  the  Gulf  at  the  rate  of 
about  340  feet  in  a  year.  The  maximum  depth  of  water  at  the  mouths 
of  the  two  largest  passes  varies  from  12  to  16  feet  in  consequence  of 
changes  in  the  stage  of  water  in  the  river,  and  of  storms  upon  the  Gulf. 
This  has  been  the  condition  of  the  passes  for  many  years,  and  it  seems 
to  be  the  regimen  of  the  river  under  the  action  of  natural  forces. 

Thirty  or  forty  years  ago  this  depth  of  water  was  sufficient  for  all 
the  requirements  of  commerce,  but  for  the  large  ocean-steamers  now  in 
use  it  is  wholly  inadequate. 

Various  modes  of  deepening  the  channel  through  the  passes  have  been 
tried,  among  which  may  be  mentioned  the  following,  namely : 

1.  Dredging. — Under  instructions  of  the  War  Department,  Captain 
Talcott  attempted,  in  1839,  to  open  the  Southwest  Pass  with  the  ordi- 
nary bucket-drag.  The  Gulf  waves,  in  a  single  storm,  swept  in  "twice 
as  much  mud"  as  he  had  taken  out. 

2d.  By  raJce  and  harrow. — This  method  was  once  tried  under  the 
direction  and  at  the  expense  of  the  government  by  a  tow-boat  association, 
but  their  efforts  were  equally  fruitless.  The  channel  was  temporarily 
opened  to  a  depth  of  18  feet,  but  again  suddenly  closed  by  a  Gulf  storm. 

*See  evidence  of  Capt.  Silas  Weeks,  agent  of  the  Mississippi  and  Dominion  Steam- 
ship Company,  page  879. 


204  TRANSPORTATION    TO    THE    SEABOARD. 

3d.  In  186S,  '09,  and  70,  the  government  caused  to  be  constructed  a 
steam-propeller  dredge,  at  a  cost  of  $350,000,  which  was  placed  under 
the  command  of  an  officer  of  the  Navy.  This  experiment  was  faithfully 
made,  but  "  it  failed  to  maintain  a  much  greater  depth  of  water 
than  that  which  nature  has. prescribed  as  the  regimen  depth  of  the 
pass."  The  results  of  this  mode  are  at  best  only  temporary,  and  to  be 
of  any  service,  the  work  must  be  continued  from  year  to  year,  while  the 
labors  of  an  entire  season  are  liable  to  be  destroyed  at  any  time  by  a 
single  storm. 

4th.  By  concentration  of  the  current. — The  government  entered  into 
a.  contract  with  Messrs.  Craig  &  Righter  in  1836,  to  open  a  channel 
1,000  feet  wide  and  18  feet  deep,  which  was  to  be  executed  by  closing 
all  the  passes  except  those  designed  for  navigation.  The  contract  was, 
however,  never  performed. 

5th.  By  the  use  of  gunpowder. — Blasting  with  gunpowder  has  also 
been  tried  without  permanent  success. 

The  difficulty  with  all  these  modes  has  been,  that  the  work  of  months 
was  liable  to  be  destroyed  at  any  time  in  a  single  night,  by  one  of  the 
severe  storms  which  sweep  over  the  Gulf.  It  is  said  that  the  money 
expended  by  the  government  in  these  various  experiments  amounts  to 
an  aggregate  of  over  $2,000,OCfO.  The  present  method  of  harrowing 
and  scraping  is  probably  the  most  effective  yet  adopted.  This  con- 
sists in  constantly  passing  steam-vessels  over  the  bar,  which  are  pro- 
vided with  machines  for  stirring  up  the  mud,  the  sediment  thus 
loosened  being  carried  by  the  current  out  into  the  deep  water  of  the 
Gulf.  This  mode,  like  the  others  named,  does  not  afford  any  permanent 
benefit.  It  is  effectual  only  so  long  as  the  means  employed  are  kept  in 
motion.  If  the  boats  so  employed  are  withdrawn,  for  even  one  month, 
the  bar  assumes  its  natural  condition.  By  the  means  applied,  channels 
have  been  opened,  ranging  from  fifty  to  two  hundred  feet  in  breadth, 
and  from  15  to  20£  feet  in  depth.  When  severe  and  long-continued 
storms  occur,  the  work  of  deepening  is  often  completely  undone,  and  much 
time  is  again  required  to  secure  the  maximum  depth  attainable. 

The  practical  results  of  the  means  applied  are  stated  in  the  report  of 
the  Board  of  Engineers  dated  January  13, 1874.  (See  page  78,  Ex.  Doc. 
No.  113,  43d  Cong.,  1st  session.)  The  period  of  time  referred  to  in  the 
report  was  from  July  1,  1872,  to  April  1,  1873. 

Results: — Width  of  channel  50  to  150  feet;  depth  of  channel  13  to  20 
feet. 

The  depth  of  water  ranged  as  follows :  19  to  20  feet,  39i  days;  17£  to 
19  feet,  120  days ;  17  feet,  90  days;  13  to  16 J  feet,  22  days.  The  diffi- 
culties encountered  and  the  practical  results  attained  are  summarized 
in  the  following  statement  of  the  board  taken  from  the  daily  records: 

"  From  July  1,  1872,  to  April  1,  1873,  53  vessels  grounded  at  South- 
west Pass,  and  were  the  cause  of  there  being  less  than  18  feet  in  the 
channel.  After  November  1,  to  April  1, 1873,  the  dredge  worked  58  days. 
Suspension  of  work  on  account  of  slack  current,  62  days  ;   fogs,  21 


TRANSPORTATION    TO    THE    SEABOARD.  205 

days;  waves,  16  days;  repairing,  36  days.  The  remainder  of  the  time 
is  accounted  for  in  coaling,  pulling  grounded  vessels  out  of  the  way, 
and  suspension  of  work  on  Sundays.  Operations  at  Pass  a  Loutre  from 
April  1  to  June  30,  1873,  starting  at  ll|  feet  depth  on  the  bar,  worked 
78  days.  From  May  27  to  July  1,  the  depth  was  17A  feet  at  extreme 
low  water  of  the  Gulf.'' 

Major  Howell  says  of  this  mode  of  improvements: 

"With  the  success  attending  the  work  of  dredging  the  bar  at  South- 
west Pass  during  the  past  two  years,  the  commerce  seeking  the  port  of 
New  Orleans  has  grown  rapidly. 

"Lines  of  steamships  before  in  the  trade  have  built  new  vessels  for 
it;  other  old  lines  have  been  attracted  to  it;  new  lines  have  their  ves- 
sels in  course  of  construction;  and  sailing-vessels,  in  greater  number 
than  before,  have  engaged  in  it,  all  taking  fuller  cargoes,  making  quicker 
trips,  with  greater  profit  to  owners  and  reduced  expense  to  shippers. 
The  cotton  trade  of  the  upper  cotton  region,  for  a  time  partially  diverted 
from  this  route,  is  returning,  and  a  grain  trade  has"  been  inaugurated, 
which  promises  to  attain  large  proportions. 

"While  the  great  benefit  already  derived  from  dredging  is  acknowl- 
edged, there  remains,  in  the  minds  of  commercial  men,  doubt  as  to  its 
continuance  to  meet  the  growing  demand  for  deeper-draught  vessels. 

"There  is  yet  more  serious  doubt  regarding  the  continuance  of  suit- 
able action  on  the  part  of  Congress  in  making  appropriations  seasonably 
and  in  amount  to  prevent  interruption  of  the  work. 

"  Distrust  in  the  continued  effectiveness  of  dredging  can  only  be  over- 
come by  long-continued  success,  and  simply  retards  commercial  progress. 
Distrust  in  the  continued  good  will  of  Congress  is  of  more  serious  import. 

"The  work  in  progress  is  dependent  for  its  continuance  on  an  annual 
appropriation ;  it  is  of  a  character  requiring  continued  work ;  suspen- 
sion for  a  few  weeks  or  months  will  permit  the  natural  agencies  always 
at  work  to  obliterate  all  evidences  of  previous  improvement  and  return 
the  channel  across  the  bars  at  the  river  outlets  to  their  normal  and  ob- 
structed condition.  Such  occurrence  would  be  disastrous  in  the  extreme. 
It  would  ruin  the  commerce  now  promising  such  good  results,  ruin  the 
merchants  engaged  in  it,  and  destroy  confidence  in  plans  for  its  revival 
at  any  future  time.  Yet  such  occurrence  is  not  improbable,  as  evidenced 
by  the  past  record  of  the  work. 

"Legislative  economy  enters  too  largely  into  the  spirit  of  American 
politics  to  permit  of  men  engaged  in  legitimate  business  staking  their 
wealth  where  it  will  depend  on  the  turn  legislation  may  take. 

"What  is  required  to  inspire  confidence  in  the  future  of  the  commerce 
of  the  Mississippi  Eiver  is  a  permanent  outlet,  not  one  of  uncertain 
tenure. 

"Dredging,  from  its  dependence  on  legislative  action,  does  not  offer 
such,  nor  do  I  believe  it  capable  of  offering  more  than  a  depth  of  20  feet 
the  year  round,  a  depth  not  considered  adequate."  (See  Ex.  Doc.  H.  R. 
No.  113,  1st  sess.  43d  Cong.) 

Fort  Saint  Philip  Canal. 

.  In  view  of  the  inadequacy,  uncertainty,  continued  expense,  and  sub- 
stantial failure  of  all  the  experiments  yet  made,  the  question  arises, 
What  method  can  be  adopted  which  icill  afford  a  permanent  deep-water 
passage  from  the  Mississippi  River  to  the  Gulf? 

The  method  which  is  strongly  recommended  by  a  majority  of  the 


206  TRANSPORTATION  TO  THE 'SEABOARD. 

board  of  engineers  appointed  by  the  War  Department  for  the  purpose 
of  passing  upon  the  whole  subject  of  the  improvement  of  the  mouth  of 
the  Mississippi  Biver,  and  also  by  engineers  not  connected  with  the 
government  service,  is  to  cut  a  canal  from  a  point  on  the  Mississippi 
River,  a  short  distance  below  Fort  Saint  Philip,  to  the  deep  waters  of 
Breton  Sound,  an  arm  of  the  Gulf  of  Mexico.  The  proposed  work  is 
therefore  generally  known  as  the  Fort  Saint  Philip  Canal.  This  canal 
was  first  proposed  in  the  year  1832,  since  which  time  two  or  three  sur- 
veys and  reconnaissances  have  been  made  as  to  its  proper  location.  The 
latest  survey  was  made  under  direction  of  the  government  by  Capt.  C. 
W.  Howell,  of  the  United  States  Engineer  Corps,  in  the  years  1871  and 
1872,  and  his  report  was  rendered  in  February,  1873.  (For  details  in 
regard  to  the  proposed  canal  see  Ex.  Doc.  EL  R.  ]STo.  113,  1st  sess.  43d 
Cong.) 

The  line  of  canal  by  Captain  Howell's  survey  extends  from  a  point 
about  seven  miles  below  Fort  Saint  Philip,  in  an  easterly  direction,  to  a 
point  a  short  distance  south  of  Sable  Point;  the  outer  end  being  pro- 
tected from  the  action  of  storms  by  jetties  projecting  some  distance  be- 
yond the  end  of  the  canal.  The  plan  provides  for  a  canal  which  shall 
be  about  six  miles  in  length,  the  prism  being  200  feet  wide  at  bottom, 
with  slope  sufficient  to  insure  permanency,  and  the  depth  of  27  feet;  a 
lift-lock  400  feet  long  and  80  feet  wide,  with  27  feet  water  on  the  miter- 
sill,  a  guard-lock  at  the  east  or  Gulf  end  of  the  canal.  Captain  Howell 
estimates  that  this  work  will  cost  $7,400,000,  and  that  the  time  required 
for  its  construction  will  be  about  three  years,  provided  that  appropria- 
tions are  made  as  follows:  $3,000,000  the  first  and  second  years,  and 
the  remainder  during  the  third  year.  On  the  30th  of  June,  1873,  a 
board  of  engineers  was  constituted  to  consider  and  report  upon  the  plan 
submitted  by  Captain  Howell.  That  board  consisted  of  J.  G.  Barnard, 
colonel  of  engineers,  brevet  major-general  United  States  Army ;  John 
Newton,  lieutenant-colonel  of  engineers  and  brevet  major-general  United 
States  Army ;  William  P.  Craighill,  major  of  engineers  and  brevet 
lieutenant  colonel  United  States  Army ;  G.  Weitzell,  major  of  engineers 
and  brevet  major-general  United  States  Army;  and  C.  W.  Howell,  cap- 
tain of  engineers  and  brevet  major  United  States  Army.  All  the  mem- 
bers of  the  board  agreed  as  to  the  entire  practicability  of  constructing 
the  proposed  work.  The  board,  excepting  General  Barnard,  presented 
a  report  approving  the  plan  submitted  by  Captain  Howell,  as  to  its 
general  engineering  features ;  one  member  beside  General  Barnard  being, 
however,  of  the  opinion  that  the  Gulf  end  of  the  canal  should  be  lo- 
cated north  of  Sable  Point,  and  that  the  river  end  should  be  located 
nearer  to  Fort  Saint  Philip.  The  board  recommended  the  following 
changes  in  the  details  of  the  plan :  Length  of  lock  500  feet,  instead  of 
400  feet;  width  of  lock  00  to  G5  feet,  instead  of  80  feet;  depth  of  water 
on  sill  of  lock  25  feet,  instead  of  27  feet ;  sides  of  slope  of  canal,  about 
from  1  to  4  feet.     They  also  make  the  following  statement : 


TRANSPORTATION  TO  THE  SEABOARD.  207 

"  But  it  is  suggested,  in  order  to  avoid  beds  and  pockets  of  quick- 
Hand,  known  to  exist  at  some  points  in  this  locality,  that  the  precise  line 
of  the  canal  should  not  be  decided  upon  until  a  more  thorough  exami- 
nation of  the  substrata  has  been  made  by  borings.  It  is  not  improbable 
that  such  an  examination  may  indicate  the  expediency,  and,  perhaps, 
the  necessity,  not  only  of  adopting  a  curve,  or  a  series  of  curves,  in 
preference  to  a  straight  line  for  the  axis  of  the  canal,  but  also  of  select- 
ing other  points  of  termini  than  those  recommended  by  Captain  Howell." 
They  also  state : 

"  It  is  evident  from  the  foregoing  that  the  necessary  and  unavoidable 
absence  of  sufficient  data  to  determine  the  best  location  for  the  line  of 
the  canal  across  the  peninsula,  including  its  termini,  and  particularly 
its  debovchS  by  jetties  into  Isle  au  Breton,  renders  it  impossible  to  make 
a  close  estimate  of  its  cost. 

"A  new  estimate,  resulting  in  part  from  a  revision  of  that  made  by 
Captain  Howell,  has  been  rendered  specially  necessary  in  view  of  the 
modifications  of  plan  recommended  by  the  board.  It  is  believed  to  be 
ample  to  cover  the  cost  of  constructing  a  canal  of  the  dimensions  given 
above,  located  within  the  limits  designated.  The  estimate  amounts  to 
$10,273,000." 

The  dissenting  opinion  of  General  Barnard  is  based  upon  the  follow- 
ing considerations : 

1st.  That  the  surveys  made  are  insufficient,  even  to  base  an  approxi- 
mate estimate  of  cost  upon. 

I'd.  That  the  canal,  if  constructed,  should  be  located  farther  north, 
and  nearer  to  Fort  Saint  Philip. 

3d.  That  the  plan  of  locks  and  the  method  of  constructing  them  in- 
volve objections  of  an  engineering  nature,  which  are  mentioned.* 

4th.  That  he  believes  the  method  by  jetties  at  the  mouth  of  one  of 
the  passes  has  not  yet  received  proper  attention. 

In  presenting  these  reports  to  the  Secretary  of  War,  Brig.  Gen.  A. 
A.  Humphreys,  Chief  of  Engineers,  says: 

"Respecting  the  practicability  of  constructing  a  ship-canal  from  the 
river  near  Fort  Saint  Philip  to  the  deep  water  of  Isle  au  Breton  Pass, 
all  the  members  of  the  board  agree  that  there  is  no  doubt  as  to  its  entire 
practicability.  To  determine,  however,  the  best  line  for  the  location  of 
the  canal  across  the  peninsula,  and  the  best  point  for  its  entering  the 
river,  and  also  the  position  and  manner  of  its  entering  Isle  au  Breton 
Pass,  requires  further  surveys,  borings,  and  other  examinations  and 
measurements,  and  the  preparation  of  plans  based  upon  their  results." 
The  board  of  engineers  were  also  ordered  to  report  upon  the  practi- 
cability of  improving  the  existing  passes  of  the  river,  so  as  to  afford  the 
required  depth  of  25  feet. 

The  method  by  jetties  projecting  across  the  bar  into  the  Gulf  was  con- 
sidered, and  pronounced  impracticable  on  account  of  the  cost  (about 
$9,500,000),  the  improbability  of  maintaining  such  works  intact,  and 
the  annual  cost  of  extending  them  into  the  Gulf.  The  special  difficulties 
in  the  application  of  the  jetty  system  are  considered  to  be: 

*Ex.  Doc.  H.  R.  No.  113,  1st  sess.  43d  Congress,  pp.  65-71. 


208  TRANSPORTATION  TO  THE  SEABOARD. 

1st.  The  absence  of  a  littoral  current  to  carry  off  the  sediment  which 
is  precipitated  into  the  Gulf. 

'2d.  The  yielding  nature  of  the  banks  and  shoals. 

3d.  The  abundance  of  deposits. 

General  Barnard  also  presented  a  dissenting  opinion  to  this  report, 
in  which  he  favors  the  jetty  plan.  He  does  not  recommend  that  the 
plan  be  at  once  adopted,  but  advises  that  further  surveys  and  estimates 
be  made  in  order  to  determine  the  cost  and  practicability  of  applying 
this  system  of  improvement  to  the  South  Pass,  the  smallest  of  the  three 
great  passes.     In  regard  to  the  subject  he  says : 

"  The  question  submitted,  however,  is  not  so  much  to  recommend  its 
trial  (the  jetty  system)  as  to  recommend  its  consideration,  and  that 
scrutiny  and  survey  on  which  alone  estimates  can  be  based." 

He  adds  the  following  as  to  the  special  advantages  of  the  plan  of 
improving  one  of  the  natural  mouths  of  the  Mississippi : 

"  If  successful  at  all  (and  I  have  endeavored  to  show  that  success  is 
promised),  the  cost  will  be  a  small  fraction  of  that  of  the  canal.  On  the 
other  hand,  the  advantages  of  an  open  river  mouth  are  inestimable. 
The  needs  of  a  navigation  so  great  as  that  which  now  exists,  and  whieh 
in  the  future  of  the  great  Mississippi  Valley  must  be  fifty-fold  increased, 
demand  it. 

"  It  is  said  that  '  the  time  has  come' when  the  needs  of  commerce 
demand  the  canal ;  but  I  answer,  the  time  will  come  when  there  will  be 
the  same  cry  for  a  navigation  unimpeded  by  locks — an  open  river 
mouth — which  we  now  hear  for  a  canal.  But  in  whatever  aspect  the 
question  be  regarded,  the  use  of  the  river  mouth  for  the  next  ten  years 
is  simply  inevitable." 

In  regard  to  the  jetty  system,  General  Humphreys  makes  the  follow- 
ing statement: 

"  After  a  careful  investigation  of  the  question  of  applying  this  method 
of  improvement  to  the  mouth  of  the  Mississippi  River,  I  am  of  the  opin- 
ion that  it  does  not  present,  either  in  its  construction  or  cost,  superior 
advantages  to  the  canal  plan.  One  of  the  chief  objections  to  the  jetty 
system  is  the  unavoidable  necessity  of  constantly  extending  the  piers 
into  the  open  sea,  exposed  to  the  full  force  of  storms."* 

The  committee  are  unanimously  of  the  opinion  that  prompt  and  vigor- 
ous measures  should  be  adopted  for  a  radical  improvement  of  the  mouth 
of  the  Mississippi  River,  adequate  to  the  wants  of  commerce,  but  in  view 
of  all  the  facts  presented  to  them,  they  reserve  for  the  present  any 
expression  of  opinion  in  regard  to  the  best  method  to  be  adopted. 

The  improvement  of  the  Mississippi  River  above  the  Falls  of  Saint  Anthony. 

The  Mississippi  River  has  for  several  years  been  successfully  navi- 
gated by  steamboats  from  the  Falls  of  Saint  Anthony  to  Sauk  Rapids,  a 
distance  of  seventy-eight  miles.  During  navigable  seasons  small  steam- 
boats are  also  run  on  the  various  reaches  of  the  river  from  Minneapolis 

*The  arguments  for  and  against  the  proposed  canal  and  jetty  plan  will  be  found  in 
Ex.  Doc.  No.  113,  1st  session,  43d  Congress. 


TRANSPORTATION    TO    THE    SEABOARD.  209 

to  Leecli  Lake,  the  entire  distance  being  about  six  hundred  and  seventy- 
five  miles. 

In  consequence  of  obstructions  caused  by  bowlders  and  bars,  and 
the  construction  of  the  railroad  from  Saint  Paul  to  Saint  Cloud,  there 
has  been  but  very  limited  navigation  on  the  river  above  Saint  Anthony's 
Falls. for  several  years. 

The  city  of  Minneapolis,  at  the  Falls  of  Saint  Authony,  is  one  of  the 
largest  lumbering  and  milling  points  in  the  United  States.  The  value 
of  products  manufactured  in  that  city  in  1873  amounted  to  $13,859,681), 
and  her  commercial  business  to  $12,321,200,  making  a  total  of  *-!6,180,889. 
Of  lumber  alone  over  167,000,000  feet  were  manufactured.  The  maximum 
capacity  of  her  flouring  mills  now  in  operation  and  in  process  of  construc- 
tion, as  stated  by  those  best  informed,  will  equal  6,000  barrels  per  day, 
or  over  1,800,000  barrels  per  year,  affording  a  home  market  for  over 
8,000,000  bushels  per  annum  of  the  surplus  wheat  of  Minnesota. 

It  is  believed  that,  by  means  of  improvements  in  the  river,  involving 
a  very  moderate  cost,  a  continuous  line  of  navigation  cau  be  secured  to 
the  lakes  near  the  head  waters  of  the  Mississippi,  forming  a  cheap  line 
of  transport,  and  securing  incidentally  all  the  advantages  of  competition 
with  the  railroads. 

A  reconnaissance  of  the  river  from  the  Falls  of  Saint  Anthony  to  Leech 
Lake  was  made  in  the  year  1869,  by  Frank  Cook,  civil  engineer,  under  the 
direction  of  General  G.  K.  Warren,  of  the  United  States  Engineer  Corps. 
In  his  report  to  General  Warren  dated  January  22,  1870  (Ex.  Doc.  285, 
41st  Cong.,  2d  session),  Mr.  Cook  presents  some  valuable  information  in 
regard  to  the  improvement  of  the  Upper  Mississippi,  and  the  plan  of 
reservoirs  for  supplying  the  river  both  above  and  below  the  Falls  of  Saint 
Anthony  during  dry  seasons.  At  Sauk  Rapids  a  lockage  of  18  feet  will 
form  a  connection  with  a  reach  of  the  river  requiring  but  little  improve- 
ment in  order  to  extend  navigation  to  Little  Falls.  At  this  point  a 
lockage  of  14  feet  will  form  a  connection  with  another  navigable  reach 
extending  to  the  mouth  of  Pine  River,  thence  by  improvements,  such  as 
the  removal  of  bowlders  and  the  opening  of  cut  offs,  navigation  can  be 
extended  to  the  Pokegama  Falls.  At  that  point  a  lockage  of  30  feet  will 
form  a  connection  with  navigable  waters  on  the  river  above,  and  with 
Leech  Lake  and  Winnebagoshish  Lake. 

It  appears,  from  the  report  of  Mr.  Cook,  that  by  means  of  the  lockages 
at  the  three  points  mentioned,  continuous  navigation  can  be  opened  a 
distance  of  six  hundred  and  seventy-five  miles  above  the  Falls  of  Saint 
Anthony.  A  United  States  Government  supply-boat,  connected  with 
the  Chippewa  agency,  has  been  employed  for  several  years  on  the  Mis- 
sissippi and  its  tributaries  above  Pokegama  Rapids,  navigating  the 
river  on  a  reach  of  two  hundred  and  sixty-two  miles.  In  view  of  well- 
established  facts  as  to  the  cheapness  of  transport  on  constant  navigable 
rivers,  and  the  possibility  of  opening  a  line  of  navigation  of  six  hundred 
S.  Rep.  307 14 


210  TRANSPORTATION  TO  THE  SEABOARD. 

and  seventy-five  iniles  by  means  of  locks  at  only  three  points,  the  total 
lockage  amounting  to  but  62  feet,  the  river  passing  through  a  fertile  area 
of  the  most  productive  wheat-growing  State  in  the  Union,  there  can  be 
no  question  as  to  the  importance  of  a  survey  for  the  purpose  of  determin- 
ing the  practicability  and  cost  of  such  works.  The  accomplishment  of 
this  very  desirable  object,  however,  depends  entirely  upon  the  perma- 
nent maintenance  of  the  Falls  of  Saint  Anthony,  a  result  which  may  be 
secured  at  a  very  trifling  cost  in  comparison  with  its  great  importance. 

But  the  most  important  recommendation  made  by  Mr.  Cook  relates  to 
the  subject  of  natural  reservoirs  for  the  supply  of  the  Mississippi  River, 
both  above  and  below  the  Falls  of  Saint  Anthony  during  the  seasons  of 
low  water.  It  is  stated  that  by  means  of  a  dam  at  Pokegama  Falls  a 
supply  of  37,057,638,400  cubic  feet  of  water  can  be  secured  by  raising 
the  water  in  Winnebagoshish  and  Leech  Lakes  2  feet,  and  it  is  also 
stated  that  by  means  of  a  dam,  raising  Lake  Mille  Lacs  half  a  foot,  a 
supply  of  water  can  be  secured  amounting  to  10,036,224,000  cubic  feet. 

The  total  area  of  country  furnishing  drainage  for  this  supply  is  six 
hundred  and  sixty  square  miles. 

In  regard  to  the  benefits  which  would  be  secured  to  the  navigation  of 
the  Mississippi  River  at  Saint  Paul,  General  Warren  makes  the  follow- 
ing statement: 

"It  would  supply  at  Saint  Paul  the  difference  between  a  2-foot  and  3- 
foot  navigable  stage  for  three  hundred  and  ninety  five  days;  the  differ- 
ence between  a  2  and  4-foot  stage,  for  one  hundred  and  fifty-six  days ;  the 
difference  between  a  2  and  5-foot  stage,  eighty-three  days;  the  differ- 
ence between  a  3  and  4-foot  stage,  two  hundred  and  sixty  days:  the  dif- 
ference between  a  3  and  5-foot  stage,  one  hundred  and  five  days;  and 
the  difference  between  a 4  and  5-foot  stage",  for  one  hundred  and  seventy- 
nine  days.     It  would  do  as  much  above  the  Falls  of  Saint  Anthony." 

The  estimated  cost  of  the  reservoir-plan  is  $114,000.  As  the  season 
of  low  water  in  the  Upper  Mississippi  does  not  usually  last  over  ninety 
days,  it  is  believed  that,  by  a  comparatively  trifling  expenditure,  the 
present  uncertain  and  difficult  navigation  may  be  increased  to  a  per- 
manent depth  of  from  4£  to  5  feet  during  the  entire  season.  The  por- 
tion of  the  river  which  would  thus  be  converted  into  permanently  good 
navigation  is  over  fifteen  hundred  miles  in  length,  and  located  in  the 
very  heart  of  the  most  productive  wheat-region  on  the  continent.  There 
are  very  few  improvements  which  promise  such  valuable  results  at  a 
cost  comparatively  so  insignificant. 

One  of  the  most  favorable  features  of  the  proposed  plan  is  that  the 
dams  being  low  and  the  areas  of  supply  very  large,  there  will  be  little 
danger  of  the  dams  being  carried  away  by  freshets.  In  case  of  such  acci- 
dent no  serious  damage  would  be  incurred,  as  the  discharge  of  water 
would  not  be  sufficiently  rapid  to  overflow  the  valley  below.  In  a  report 
to  the  War  Department,  dated  December  22,  1873  (Ex.  Doc.  145,  43d 
Cong.,  1st  sess.),  Maj.  F.  U.  Farquhar,  of  the  United  States  Engineer 
Corps,  recommends  that  a  complete  survey  be  made  of  the  navigable 


TRANSPORTATION    TO    THE    SEABOARD.  211 

portions  of  the  Mississippi  River  above  the  Falls  of  Saint  Anthony,  and 
he  also  states  that  the  improvement  of  the  river  between  Saint  Anthony 
and  Saint  Cloud  requires  at  this  time  an  appropriation  of  $43,034.75. 
In  view  of  the  foregoing  facts,  the  committee  recommend — 
That  an  appropriation  be  made  for  a  survey  of  the  Mississippi  River 
from  Saint  Anthony's  Falls  to  such  point  above  as  it  may  be  found  prac- 
ticable to  secure  a  sufficient  depth  of  water  for  steamboat  navigation, 
and  for  the  purpose  of  such  surveys  as  may  be  necessary,  in  order  to 
determine  the  practicability  of  forming  reservoirs  at  the  head  waters  of 
the  Mississippi  for  the  supply  of  that  river  during  dry  seasons:  and  that 
an  appropriation  be  made  at  the  present  session  of  Congress  for  the 
improvement  of  the  Mississippi  River  between  Saint  Anthony's  Falls 
and  Saint  Cloud. 

The  improvement  oj  the  Mississippi  River  between' Saint  Paul  and  Saint 

Loi'is. 

The  following  information  in  regard  to  the  improvement  of  the  Mis- 
sissippi River  between  Saint  Louis  and  Saint  Paul  has  been  furnished 
to  the  committee  in  reply  to  a  letter  of  inquiry,  addressed  to  General 
A.  A.  Humphreys,  Chief  of  the  Engineer  Corps,  United  States  Army: 

Two  dredge-boats  have  been  employed  between  Rock  Island  Rapids 
and  Saint  Paul  since  the  year  1867  in  deepening  sand-bars  and  in  re- 
moving snags  and  overhanging  trees.  By  this  means  from  3  to  3£  feet 
of  water  have  been  secured  during  the  greater  portion  of  the  season  of 
navigation.  A  new  boat  is  now  required  which  will  cost  about  $30,000. 
It  is  thought  that  it  will  be  necessary  to  construct  wing-dams  or  jetties 
at  certain  points,  and  at  places  where  the  river  divides  into  several 
channels  it  may  be  necessary  to  close  all  but  one  channel,  in  order  to 
secure  the  requisite  depth  of  water  at  some  of  the  worst  sand-bars  dur- 
ing the  lowest  stages  in  the  river.  Xo  estimate  can  be  made  at  this  time 
as  to  the  cost  of  completing  the  improvements  on  this  part  of  the  Mis- 
sissippi. 

The  Rock  Island  Rapids  are  being  improved  by  means  of  excavating 
the  natural  channel  so  as  to  give  a  width  of  200  feet  and  a  navigable 
depth  of  I  feet  at  extreme  low  water.  This  excavation  is  all  in  rock. 
The  remaining  work  to  be  done  will  require  an  appropriation  of  $112,000. 

No  improvements  are  contemplated  on  that  part  of  the  river  between 
Rock  Island  Rapids  and  the  upper  end  of  the  Keokuk  Rapids,  the 
ruling  depth  at  low  water  being  now  4  feet.  The  plan  adopted  several 
years  ago,  and  now  being  carried  out  for  the  improvement  of  the  Keokuk 
Rapids,  is  the  construction  of  a  canal  extending  along  the  Iowa  shore  a 
distance  of  7.6  miles.  This  canal  varies  in  width  from  250  to  300  feet, 
and  it  will  have  a  minimum  depth  of  5  feet,  with  two  lift-locks  and  one 
guard-lock,  each  lift  lock  being  350  feet  long  and  80  feet  wide.  Cer- 
tain rock  excavations  are  also  required  at  Montrose  by  means  of  a 
thorough  cut  200  feet  wide  and  5  feet  deep  along  the  natural  channel  of 


212  TRANSPORTATION  TO  THE  SEABOARD. 

the  river.  The  estimated  cost  of  completing  these  works  is  $800,000. 
No  improvements  are  now  contemplated  in  that  part  of  the  river  be- 
tween the  lower  end  of  the  Keokuk  Eapids  and  Saint  Louis,  the  ruling- 
depth  at  low  water  being  at  present  about  I  feet.  A  dam  is  being  con- 
structed across  the  slough  behind  Ellis  Island  for  the  purpose  of  im- 
proving the  harbor  of  Alton,  Illinois.  Works  are  also  in  progress  be- 
tween the  mouth  of  the  Missouri  and  the  mouth  of  the  Meramec  for  the 
preservation  and  improvement  of  the  harbor  of  Saint  Louis. 

The  improvement  of  the  Mississippi  River  between  Saint  Louis  and  Cairo, 
and  at  points  between  Cairo  and  Memphis. 

In  regard  to  the  permanent  improvement  of  the  Mississippi  Eiver  in 
such  manner  as  to  secure  a  depth  of  '10  feet  between  Cairo  and  Saint  Louis 
at  the  lowest  stages  of  the  river,  the  committee  refer  to  a  letter  addressed 
to  Hon.  E.  O.  Stanard,  by  Col.  J.  H.  Simpson,  of  the  Uuited  States 
Engineer  Corps,  which  may  be  found  on  page  GOO  of  the  evidence.  The 
method  proposed  is  that  of  contracting  the  water-way  at  points  where 
the  great  width  of  the  river  causes  shoals  and  bars  to  be  formed,  to- 
gether with  the  protection  of  the  banks  and  the  removal  of  sunken 
wrecks  and  snags. 

Colonel  Simpson  states  that  his  predecessor  estimated  the  cost  of  these 
improvements  at  $2,996,000,  but  he  believes  that  a  more  accurate  estimate 
of  cost  can  be  made  from  the  results  of  very  thorough  surveys  now  in 
progress. 

The  Chief  of  Engineers,  in  his  late  annual  report,  recommends  that 
an  appropriation  of  $50,000  be  made  for  the  purpose  of  completing  this 
survey;  also  that  an  appropriation  of  $000,000  be  made  for  the  prose- 
cution of  the  present  work  of  improvements  on  the  Mississippi  Eiver, 
between  the  mouth  of  the  Missouri  and  the  mouth  of  the  Ohio. 

The  commerce  of  the  Mississippi  Eiver. 

No  adequate  estimate  can  be  formed  of  the  value  of  the  commerce  on 
the  Mississippi  Eiver,  nor  of  the  value  of  the  total  commerce  of  the 
towns  situated  upon  it.  An  idea  of  the  magnitude  of  this  commerce 
may,  however,  be  formed  when  it  is  considered  that  the  value  of  the 
commerce  of  the  cities  and  towns  on  the  Ohio  Eiver  amounts  to  the 
enormous  sum  of  $1,623,000,000.  The  national  government  has  pro- 
vided no  means  of  arriving  at  a  knowledge  of  such  important  facts  as 
this  in  regard  to  the  internal  commerce  of  the  country.  The  collection 
of  the  necessary  data  from  private  sources,  and  from  data  prepared  by 
boards  of  trade,  State  and  city  governments,  would  alone  require  the 
constant  labor  of  one  person  for  a  year. 

Not  only  is  the  commerce  of  the  Mississippi  Eiver  crippled  by  the 
existence  of  the  bar  at  its  mouth,  a  difficulty  which  can  be  entirely  over- 
come by  au  expenditure  of  a  sum  probably  not  exceeding  $10,000,000, 


TRANSPORTATION    TO  THE    SEABOARD.  213 

but  the  value  of  the  river  above  is  greatly  depreciated  by  obstructions 
which  may  be  overcome  very  readily  by  engineering  skill,  and  at  an  ex- 
pense quite  insignificant  in  comparison  either  with  the  present  value  of 
its  commerce,  or  with  the  increase  of  trade  which  may  be  expected  as 
the  natural  result  of  such  improvements.  Hitherto  the  improvement  of 
the  Mississippi  has  been  carried  on  merely  by  sporadic  efforts.  Appro- 
priations have  from  time  to  time  been  made  and  money  expended,  with- 
out any  general  plan  as  to  the  ultimate  results  which  were  to  be  attained. 
The  committee  recommend  that  the  necessary  surveys  and  estimates  be 
made  at  the  earliest  practicable  momeut,  in  order  to  mature  a  plan  for 
the  radical  improvement  of  the  river,  and  of  all  its  navigable  tribu- 
taries. 

Such  a  plan  should  comprehend  the  establishment  of  a  given  depth  of 
water  on  tbe  Mississippi  River  in  some  such  manner  as  the  following: 

1st.  Improvements  designed  to  secure  a  depth  of  from  8  to  10  feet 
from  Saint  Louis  to  New  Orleans,  at  the  lowest  stages  of  the  river. 

2d.  Improvements  designed  to  secure  a  depth  of  5  feet  at  the  lowest 
stages  between   Saint  Louis  and  Saint  Paul. 

3d.  Improvements  designed  to  secure  a  depth  of  4.]  feet  in  the  river 
above  Saint  Anthony's  Falls. 

Having  adopted  a  plan  of  this  kind  for  the  radical  improvement  of  the 
river,  all  works  should  be  carried  out  with  this  general  object  in  view. 

It  is  much  more  practicable  to  establish  such  a  plan  now  than  it  was  a 
few  years  ago.  for  the  reason  that  the  successes  and  failures  of  past 
efforts  have  enabled  engineers  to  discover  the  nature  of  the  difficulties 
which  will  be  met,  and  to  adopt  the  best  methods  of  improvement 
Diverse  opinions  still  exist  among  some  of  our  ablest  engineers  as  to  the 
best  means  to  be  adopted  in  specific  cases,  but  it  is  believed  that  suffi- 
cient practical  knowledge  has  already  been  gained  to  determine  a  gen- 
eral plan  of  future  operations,  both  in  regard  to  the  Mississippi  River  and 
its  principal  navigable  tributaries.  The  time  has  arrived  for  thorough 
measures,  and  the  necessary  plans  and  estimates  upon  which  such 
measures  must  be  based  should  be  prepared  at  once. 

It  is  impossible  to  overestimate  the  commercial  results  likely  to  fol- 
low such  improvements.  With  the  well-established  facts  before  us  in 
regard  to  the  much  greater  cheapness  of  transport  by  navigable  rivers 
than  by  railways,  it  cannot  be  doubted  that  such  improvements  would 
increase  the  commerce  of  the  Mississippi  very  greatly,  and,  at  the 
same  time,  afford  relief  to  a  large  area  in  the  Western  States  now  fet- 
tered in  its  growth  and  prosperity  by  the  cost  of  transporting  agricult- 
ural products  to  both  home  and  foreign  markets. 

Men  of  large  practical  experience  state  that  if  8  feet  of  water  can  be 
obtained  between  Saint  Louis  and  New  Orleans  at  all  stages  of  the  river, 
the  average  cost  of  transporting  grain  between  these  cities  would  not 
exceed  7i  cents  per  bushel.  The  present  freight  charge  from  New 
Orleans  to  Liverpool  averages  only  27  cents,  and  with  improvements 


214  TRANSPORT ATI  ON  TO  THE  SEABOARD. 

at  the  mouth  of  the  river  may  be  reduced  to  18  or  20  cents.  Hence,  by 
these  improvements  a  saving  of  from  18  to  20  cents  per  bushel  may  be 
effected.  The  highest  rate  of  freight  on  corn  from  Saint  Louis  to  New 
Orleans,  during  the  year  3872,  was  36f  cents  per  bushel,  and  the  lowest 
rate  94  cents.  The  highest  rate  prevailed  when  there  was  less  than  5 
feet  of  water  on  the  worst  bars,  and  the  lowest  rate  when  there  was 
over  8  feet  on  those  bars.  The  average  low-water  rate  in  1872  was  21f 
cents  and  the  average  high-water  rate  11  cents,  or  only  about  half  the 
low-water  rate.  When  the  river  falls  to  its  lowest  stages  the  largest 
boats  are  laid  up,  and  smaller  ones  are  employed,  the  cost  of  transport 
in  such  boats  being  much  greater  than  in  the  larger  size.  Besides,  this 
mode  of  business  entails  upon  the  owners  of  steamboat  property  a  very 
serious  loss  in  consequence  of  the  capital  invested  in  the  larger  boats 
lying  idle  during  the  low  stages  of  the  river.  The  average  life-time  of 
these  large  and  expensive  boats  is  only  about  eight  years:  the  loss  from 
depreciation  is  therefore  very  large.  This  expense,  together  with  the 
cost  of  maintenance  and  interest  on  capital,  constitutes  a  heavy  burden 
upon  transporter  and  shipper  alike. 

The  precise  nature  of  the  difficulties  of  navigation  below  Saint  Louis 
will  perhaps  be  more  clearly  appreciated  from  the  following  statement 
showing  the  condition  of  river-navigation  below  that  city  during  the  last 
nine  years. 

Average  stage  of  icater  each  year  for  nine  years. 

Number  of  days  less  than  1  feet . .   3| 

Number  of  days  over  1  feet  and  less  than  U 52f 

Number  of  days  over  0  feet  and  less  than  8 103f 

Number  of  days  over  8  feet  and  less  than  10 69| 

Number  of  days  over  10  feet 136f 

It  appears  that  during  nearly  one-half  the  year  the  commerce  of  Saint 
Louis  was  more  or  less  affected  by  low  water.  Capable  engineers  have 
clearly  proved  that  all  these  embarrassments  to  commerce  in  consequence 
of  low  water  can  be  overcome  at  a  cost  which,  in  comparison  with  the 
benefits  to  be  secured,  is  quite  insignificant. 

The  fact  that  oftentimes  the  river  is  not  closed  by  ice  below  Saint  Louis 
during  the  entire  winter  season  constitutes  that  city  a  valuable  winter 
port  for  the  shipment  of  western  produce.  The  average  suspension  of 
navigation  on  account  of  ice  (hies  not  exceed  ten  or  twelve  days. 

The  importance  of  the  improvement  of  the  Mississippi  River,  above 
Saint  Louis,  may  be  demonstrated  from  present  high  and  low-water 
rates;  the  cost  of  transporting  grain  from  points  above  Keokuk  during 
high  water  being  about  one-half  the  low-water  rates. 

Persons  best  informed  on  this  subject  believe  that  upon  the  comple- 
tion of  the  entire  river  improvements,  and  with  the  largely  increased 
business  which  is  expected  to  result  therefrom,  grain  can  be  transported 


TRANSPORTATION    TO    THE    SEABOARD.  215 

in  barges  from  Saint  Paul  to  New  Orleans  at  a  fair  prolit  for  from  12  to 
15  cents  per  bushel.  Capt.  W.  F.  Davidson,  a  gentleman  of  large 
experience  in  river  navigation,  has  expressed  the  opinion  that,  with 
the  improved  river,  the  cost  per  bushel  from  Saint  Paul  to  New  Orleans 
need  not  exceed  12  cents  ;  estimating  the  probable  cost  at  15  cents  per 
bushel  to  New  Orleans,  and  at  27  cents  from  there  to  Liverpool  (the 
present  average),  and  the  two  transfers  at  Saint  Louis  and  New  Orleans 
at  1  cent  each,  the  entire  cost  from  Saint  Paul  to  Liverpool  would  be 
44  cents.  The  present  cost  by  the  cheapest  routes,  including  elevator 
and  terminal  charges  at  western  lake  {ports,  and  at  Buffalo  and  New 
York,  averages  about  71  cents  per  bushel.  A  saving  of  27  cents  per 
bushel  could  therefore  be  effected,  which,  on  the  corn  and  wheat  crops 
of  Iowa  and  Minnesota  alone,  would  amount  to  over  $36,000,000  per 
annum,  more  than  enough  to  pay  every  year  double  the  cost  of  the 
entire  improvements.  * 

Estimates  of  the  cost  of  the  various  improvements  of  the  Mississippi 
River  and  its  tributaries  have  been  prepared  by  the  Union  Merchants' 
Exchange  of  Saint  Louis.  These  estimates  amount  to  the  sum  of 
$10,010,000,  and  are  supposed  to  cover  the  entire  cost  of  the  radical 
improvements  of  these  rivers,  except  the  Ohio. 

In  view  of  the  great  advantages  to  be  derived  from  these  works,  the 
amount  of  the  above  estimates  is  certainly  very  small.  It  is  also  small 
in  comparison  with  the  cost  of  the  Erie  Canal  and  the  Saint  Lawrence 
canals,  the  former  constructed  by  the  State  of  New  York,  and  the  latter 
by  the  Canadian  government,  for  the  purpose  of  opening  up  the  northern 
water-lines  from  the  West  to  the  Atlantic  seaboard. 
Cost  of  the  proposed  improvement  of  the  Mississippi  River 

and  its  tributaries $10,  010,  000 

Cost  of  the  Erie  Canal  ...    43,  039,  000 

Cost  of  the  Canadian  canals  when  works  now  in  progress 

are  completed  35,  550,  000 

Such  benefits  as  are  anticipated  from  the  improvements  of  the  Missis- 
sippi have  been  more  than  realized  from  the  improvement  of  the  prin- 
cipal harbors  on  Lake  Michigan,  where  the  depth  has  been  increased 
from  7  to  14  feet ;  and  also  by  the  improvements  in  the  passages  between 
Lakes  Huron  and  Erie. 

THE   OHIO   RIVER. 

The  improvement  of  the  Ohio  River  in  such  manner  as  to  secure 
from  Pittsburgh  to  Cairo  a  depth  of  6  feet  of  water  at  all  seasons  is 
believed  by  the  committee  to  be  one  of  the  most  important  works  for 
which  the  national  government  can  appropriate  money.  Even  in  its  pres  - 
ent  condition  of  high  and  low  water  f — sometimes  a  depth  sufficient  to 

*  This  estimate  is  based  upon  the  fact  that  the  price  of  wheat  and  corn  are  fixed 
by  the  price  at  Liverpool,  less  the  cost  of  transportation,  and  hence  any  reduction 
of  transportation  charges  increases  the  value  of  the  entire  crop  to  the  extent  of  such 
reduction. 

t  The  rise  and  fail  of  the  Ohio  at  Cincinnati  is  (32A  feet. 


216  TRANSPORTATION    TO    THE    SEABOARD. 

float  the  largest  ocean-vessel,  and  at  other  times  unnavigable  in  its  upper 
portions  for  the  smallest  flat-boat — it  is  one  of  the  most  important  high- 
ways of  commerce  on  this  continent.  In  the  interests  which  it  touches 
not  only  in  the  States  bordering  upon  it,  but  also  in  all  the  States  of 
the  Mississippi  Valley,  few  other  highways  present  commercial  consid- 
erations more  truly  national  in  their  bearing  and  extent.  Its  improve- 
ment would  doubtless  develop  resources  of  wealth  vastly  exceeding  in 
value  the  expenditures  required. 

The  Ohio  River,  from  Pittsburgh  to  its  mouth,  at  Cairo,  is  nine  hun- 
dred and  sixty-seven  miles  in  length.  Six  States  border  upon  it,  viz, 
Pennsylvania,  West  Virginia,  Ohio,  Kentucky.  Indiana,  and  Illinois,  and 
the  territory  drained  by  it  embraces  214,000  square  miles.  An  elabo- 
rate statement  of  the  commerce  of  the  cities  and  towns  on  the  Ohio 
River  was  prepared  in  the  year  1868,  by  W.  Milnor  Roberts,  United 
States  engineer,  which  statement  is  here  presented,  with  certain  cor- 
rections in  relation  to  the  cities  of  Pittsburgh,  Cincinnati,  and  Louis- 
ville, which  are  based  upon  statistics  of  the  trade  of  these  cities  during 
the  year  1872. 

Pittsburgh,  Pa .   .   $300,000,000 

Wheeling,  W.  Va 30,  000,  000 

Tomeroy,  Ohio 8,000,000 

Ironton^Ohio 5,000,000 

Steubenville.  Ohio 8,  000,  000 

Portsmouth,  Ohio. 12,000,000 

Maysville,  Ohio  . .' 8,  000,  0(H) 

Ripley,  Ohio 5,000,000 

Cincinnati,  Ohio , 518,000,000 

Madison,  Ind --    -- 12,000,000 

Jeffersonville,  Ind 5,  000,  000 

Louisville,  Ky 424,000,000 

New  Albany,  Ind 15,  000, 000 

Evansville,  Ind 12.  000,  000 

Wabash  River.  Ind 15,  000.  000 

Smithland,  Ky 30,  000,  000 

Paducah.Kv 40.  000.  000 

Cairo.  Ill 20.  ooo.  000 

354  other  points 156,  000,  000 

1,623,000,000 

These  estimates  are  the  best  that  could  be  obtained.  It  is  probable, 
however,  that  the  total  value  here  stated  is  less  than  the  actual  value  of 
the  commerce  of  the  towns  mentioned,  as  the  increase  of  the  population 
and  commerce  of  the  Ohio  has  been  very  rapid  since  1868,  when  Mr. 
Roberts's  report  was  made.  Only  an  official  census  could  enable  the 
committee  to  arrive  at  an  accurate  statement  in  relation  to  this  subject. 

Coal  and  other  mineral  interests  are  among  the  most  important  de- 


TRANSPORTATION    TO    THE    SEABOARD.  2 17 

pending  at  the  present  time  upon  the  Ohio  River  for  transport.  The 
coal  bordering  on  the  Upper  Ohio  and  its  tributaries  covers  an  extent 
of  territory  estimated  at  122,000  square  miles,  and  embraces  all  the 
varieties  of  coal  required  in  the  arts,  and  for  fuel.  These  coal-fields  ex- 
tend throughout  the  western  slope  of  the  Allegheny  range  in  Pennsyl- 
vania, West  Virginia,  and  Kentucky,  and  are  also  found  extensively  in 
the  State  of  Ohio.  The  city  of  Pittsburgh  is  now  the  center  of  the  coal- 
trade.  The  shipments  of  coal  by  river  during  the  year  1873  amounted 
to  about  60,000,000  bushels,  or  2,300,000  tons,  and  yet  nearly  as  much 
coal  is  consumed  in  the  immense  manufacturing  establishments  of  that 
city  as  is  shipped  to  points  below. 

The  value  of  the  steamers,  barges,  and  boats  owned  at  Pittsburgh 
and  employed  in  the  coal  business  is  estimated  at  $5,000,000.  Almost 
all  the  coal  consumed  in  the  cities  and  towns  and  country  bordering  on 
the  Mississippi  River  and  its  navigable  tributaries  below  Saint  Louis, 
consumed  by  steamers  on  the  Mississippi  River,  and,  to  a  great  extent, 
by  ocean-steamers  from  New  Orleans,  is  shipped  on  the  Ohio  River  from 
Pittsburgh  and  vicinity,  and  from  the  Kanawha  River  in  West  Virginia. 
During  a  single  rise  in  the  river  1G  fleets,  composed  of  3G9  barges  and 
carrying  1,150,000  bushels  of  coal,  have  been  shipped  from  Pittsburgh 
witbiu  the  space  of  three  days.  A  statement  in  regard  to  the  resources 
of  West  Virginia  in  coal  and  iron,  by  Professor  David  T.  Anstead,  of 
England,  may  be  found  on  page  452  of  the  evidence.  But  those  vast 
resources  largely  await  improvements  in  the  .navigation  of  the  Kanawha 
and  Ohio  Rivers,  the  cost  of  which  would  be  quite  insignificant  in  pro- 
portion to  the  amount  of  wealth  which  would  be  developed. 

As  pertinent  to  this  subject  the  following  statement  from  the  letter 
of  the  chairman  of  the  commission  for  the  improvement  of  the  Ohio  is 
given: 

"The  bituminous-coal  area  of  the  United  States  is  given  at  133,132 
square  miles,  in  the  geological  surveys  so  far  published,  while  Great 
Britain,  France,  and  Belgium  contain  but  14,096  square  miles,  or  a  little 
over  one-tenth.  Of  this  133,132  square  miles  of  bituminous-coal  deposit, 
the  Ohio  States  contain  100,000.  The  relation  of  fuel  to  manufactures 
is  too  well  understood  to  need  comment  to  show  where  the  manufactur- 
ing population  of  the  United  States  will  be.  The  value  of  minerals  and 
manufactures  to  the  wealth  of  a  nation  has  been  too  clearly  demon- 
strated in  the  national  life  of  Great  Britain  to  require  argument  to  show 
what  one  hundred  thousand  square  miles  of  coal  will  be  to  the  seven 
Ohio  States,  if  only  eleven  thousand  has  been  of  such  incalculable  value 
to  Great  Britain.  What  food,  what  transportation,  then,  will  not  this 
nation's  workshop  need  for  its  workers  'I " 

The  tide  of  emigration  in  this  country  has  passed  over  and  around 
resources  of  mineral  wealth  here,  the  development  of  which  may  even 
surpass  the  riches  of  the  fertile  prairies  of  the  West,  and  yet  this  im- 
mense commerce  and  the  development  of  these  vast  mineral  resources 
are  dependent  upon  the  rising  and  falling  waters  of  an  uncertain 
stream. 


218  TRANSPORTATION    TO    THE    SEABOARD. 

By  examining  the  crop-maps  at  the  end  of  the  appendix  it  will  be 
seen' that  the  Ohio  River  passes  through  one  of  the  largest  and  most 
productive  corn-producing  areas  of  the -country,  embracing  the  southern 
part  of  Ohio  and  the  northern  part  of  Kentucky;  and  that  the  Ohio 
River  is  almost  contiguous  to  one  of  the  largest  and  richest  wheat-pro- 
ducing areas  of  the  country,  embracing  a  large  part  of  the  States  of 
Ohio  and  Indiana,  of  which  Cincinnati  and  Louisville  are  the  principal 
receiving  and  shipping  points.  Besides,  those  portions  of  the  States  of 
Ohio,  Kentucky,  and  Indiana,  bordering  on  the  upper  and  middle  sec- 
tions of  the  Ohio  River,  produce  immense  surplus  quantities  of  beef, 
pork,  and  other  provisions,  together  with  all  other  kinds  of  agricultural 
products  raised  in  this  latitude,  which  require  cheap  transport,  and 
which  go  to  make  up  the  immense  commerce  of  the  Ohio  River  towns, 
amounting  in  value  to  over  $1,623,000,000,  as  already  stated.  These 
surplus  products  find  large  and  valuable  markets  in  the  Gulf  States, 
and  are  exported  to  a  considerable  extent  to  tropical  countries  on  this 
continent,  and  to  other  foreign  countries,  via  New  Orleans. 

Railroads  have  been  constructed  within  a  lew  years  from  the  States 
of  Ohio,  Indiana,  and  Illinois  direct  to  the  Gulf  States,  but  the  Ohio 
and  Mississippi  Rivers  form  not  only  the  cheapest  line  of  transport,  but 
the  competition  of  the  river-route  regulates  the  rail-routes  to  a  very 
great  extent,  and  thereby  reduces  very  much  the  cost  of  transportation 
by  rail. 

Upon  this  subject  the  committee  refer  to  the  testimony  taken  before 
them  at  Cincinnati  and  at  Louisville,  and  particularly  to  the  statements 
made  by  Mr.  Thomas  Sherlock,  of  Cincinnati  (page  523  to  528  of  the 
evidence). 

Mr.  Sherlock  states  that  the  railroads  always  raise  their  rates  when 
the  water  in  the  river  is  so  low  that  the  larger  boats  cannot  be  run,  and 
when  navigation  is  entirely  suspended  on  account  of  ice  or  low  water. 

The  railroad  lines  from  Cincinnati  to  New  Orleans  raise  their  rates 
from  50  cents  per  100  pounds  during  high  water  to  82  cents  per  100 
pounds  during  low  water. 

The  improvement  of  the  Ohio  River. 

The  question  as  to  the  best  mode  of  improving  the  Ohio  River  is  one 
of  great  difficulty,  the  decision  of  which  must  depend  upon  the  result 
of  practical  experiments. 

A  board  of  commissioners  for  the  improvement  of  the  Ohio  River  was 
created  in  the  year  1872  by  the  joint  action  of  the  States  of  Pennsylva- 
nia, Ohio,  West  Virginia,  Kentucky,  Tennessee,  Indiana,  and  Illinois. 
This  commission  presented  a  memorial  to  Congress,  dated  December 
16,  1872,  in  which  they  make  the  following  judicious  reference  to  the 
subject  of  improvement : 

"How  or  in  what  detail  this  improvement  is  to  be  made  we  make 


TRANSPORTATION    TO    THE    SEABOARD.  219 

at  this  time  no  presentation.  When  the  government  shall  have  pro 
vided  the  means,  the  skill  of  the  Engineer  Corps  of  the  United  States 
will  find  a  satisfactory  plan  beyond  a  doubt.  The  question  is  not  one 
of  engineering,  but  of  finance." 

In  a  series  of  resolutions  adopted  by  the  commission  at  Washington, 
February  12,  1874,  they  do  not  attempt  to  pass  upon  the  merits  of  any 
one  of  the  various  plans  proposed.  The  question,  therefore,  turns  upon 
the  results  arrived  at  by  the  United  States  engineers,  who  have  given 
to  this  subject  years  of  study  and  personal  examination. 

The  nature  of  the  difficulties  involved  may  be  briefly  stated  as  fol- 
lows: The  Ohio  River  descends  426  feet  between  Pittsburgh  and  Cairo, 
the  distance  being  nine  hundred  and  sixty-three  miles.  In  consequence 
of  this  great  descent  the  velocity  of  the  current  varies  from  one  and 
one  half  to  three  and  one-half  miles  per  hour.  The  coal-tows  of  Pitts- 
burgh, consisting  of  a  number  of  boats  or  barges  and  the  steamers 
which  propel  them,  require  0  feet  of  water  in  the  river  in  order  to  pass 
down  with  safety.  These  tows  and  fleets  of  tows  also  require  a  wide 
channel  in  order  to  be  navigated  safely  and  economically.  In  view  of 
these  necessities  of  commerce,  there  are  two  essential  conditions  im- 
posed upon  any  plan  which  may  be  adopted,  viz: 

1st.  That  whatever  structures  may  be  placed  in  the  river  they  shall 
be  so  low  that  at  a  fair  rise  in  the  river  the  coal-fleets  can  pass  over  them 
without  impediment. 

2d.  That  the  improvements  adopted  shall  secure  a  depth  of  at  least 
6  feet  of  water  at  the  lowest  stages  of  the  river. 

In  the  year  1870  W.  Milnor  Roberts,  United  States  engineer,  a  gen- 
tleman of  eminence  in  his  profession,  presented  a  report,  after  a  thorough 
survey  and  examination  of  the  river  and  of  the  various  plans  suggested 
for  its  improvement.  He  recommended  the  adoption  of  the  plan  of 
locks  and  dams  with  chutes,  estimated  to  cost  $23,777,662. 

It  is  believed  by  Mr.  Roberts  that  by  this  means  the  flow  of  water  at 
low  stages  will  be  greatly  retarded,  that  the  number  of  days  each  year 
in  which  coal  can  be  transported  will  be  increased,  and  that  a  depth  of 
three  feet  to  Cairo  will  be  secured  at  the  lowest  stages  of  the  river.  He 
recommended,  however,  that  before  applying  the  system  to  the  entire 
river,  as  an  experiment,  six  dams  with  locks  and  chutes  should  be  con- 
structed between  Pittsburgh  and  Beaver  Shoals,  a  distance  of  twenty- 
seven  miles,  at  an  estimated  cost  of  $2,000,000.  Another  plan  has  since 
been  proposed  by  a  board  of  engineers,  composed  of  G.  Weitzel,  major 
of  engineers,  brevet  major  general  United  States  Army,  and  W.  E. 
Merrill,  major  of  engineers  and  brevet  colonel,  appointed  by  order  of 
I  he  War  Department,  dated  April  16,  1872.  The  report  of  this  board 
is  dated  January  31,  1871  (Ex.  Doc.  No.  127,  Forty-third  Congress,  first 
session).  It  embraces  a  valuable  sketch  of  the  practical  results  of 
various  plans  adopted  for  river  improvements  in  this  and  other  coun- 
tries, together  with  descriptions  of  several  plans  not  yet  tried.  Fifteen 
plans  and  combinations  of  plans  are  mentioned.     The  plan  recommended 


220  TRANSPORTATION    TO    THE    SEABOARD. 

for  trial  is  the  invention  of  Mr.  F.  R.  Brunot,  with  modifications  sug- 
gested by  the  board. 

It  consists  of  06  locks  and  dams,  with  chutes  200  feet  wide,  opened  and 
shut  by  means  of  hydraulic  gates,  which  can  be  lowered  and  raised  at 
will.  The  estimated  cost  of  each  one  of  these  structures  is  $300,000,  and 
the  estimated  cost  of  applying  the  system  to  the  entire  river,  omitting  the 
hydraulic  gate  below  Louisville,  where  there  is  a  greater  depth  of  water 
and  less  velocity  of  current,  is  about  $20,000,000.  The  board,  however, 
recommend  that  the  merits  of  the  plan  be  first  tested  by  means  of  a 
practical  experiment  at  dam  No.  1,  on  the  Monongahela  River,  opposite 
the  city  of  Pittsburgh.  The  estimated  cost  of  the  experimental  structure 
is  $80,000;  the  chute  to  be  only  100  feet  wide.  The  Monongahela  Navi- 
gation Company,  through  their  president,  Hon.  J.  K.  Moorhead,  offer 
the  use  of  this  dam  for  the  purpose  of  the  experiment  mentioned,  and 
agree  to  pay  one-half  of  the  expense  incurred,  without  any  charge  for 
the  use  of  the  dam,  or  for  such  tools  and  working  machinery  as  they 
may  have  on  hand,  the  chutes  and  gate  to  become  the  property  of  the 
company,  and  the  United  States  to  be  at  no  expense  for  its  removal,  or 
for  the  restoration  of  the  dam  to  its  original  condition,  in  case  the  ex- 
periment does  not  succeed.  The  board  recommend  that  Congress  shall 
appropriate  the  sum  of  $40,000  for  the  purpose  of  making  the  experi- 
ment. This  whole  matter  has  been  referred  to  Gen.  A.  A.  Humphreys, 
Chief  of  Engineers  United  States  Army,  who  recommends  that  the  meas- 
ure suggested  by  the  board  be  adopted. 

In  view  of  these  recommendations  and  the  opinions  of  the  Chief  of 
Engineers  of  the  War  Department,  the  committee  recommend  an  appro- 
priation for  the  purpose  of  making  the  experiment  referred  to.* 

HIE    LOUISVILLE    CANAL. 

The  most  formidable  natural  obstacle  to  the  navigation  of  the  Ohio 
River  is  the  "falls,"  between  Louisville  and  Portland.  These  falls,  or 
rapids,  have  a  descent  of  25.7  feet  in  a  distance  of  four  and  one-half 
miles.  Steamers  and  tows  pass  over  them  during  the  highest  stages  of 
the  river,  but  at  all  ordinary  stages  and  during  low  water  they  are  im- 
passable either  by  steamers  or  barges. 

In  the  year  1825  a  charter  was  granted  by  the  State  of  Kentucky  for 
the  construction  of  a  canal  around  the  falls.  This  canal  was  opened  in 
the  year  1831.  In  the  year  1857  the  ownership  of  it  was  transferred  to 
the  United  States,  and  the  work  has  since  been  held  in  trust  by  the 
directors  of  the  original  Louisville  and  Portland  Canal  Company,  the 

*A  valuable  statement  in  regard  to  the  navigation  of  the  Ohio  River  below  Cincin- 
nati, by  the  local  board  of  United  States  inspectors  of  steam-vessels  at  that  city,  may 
be  found  on  page  228  of  the  appendix.  The  committee  also  present  a  letter  from  George 
H.  Thurston,  esq.,  chairman  of  the  executive  committee  of  the  board  of  commissioner* 
for  the  improvement  of  the  Ohio  River,  embracing  valuable  statistics  and  other  in- 
formation, which  may  be  found  on  page  87  of  the  appendix. 


TRANSPORTATION    TO    THE    SEABOARD.  221 

United  States  Government  having-  since  greatly  enlarged  the  canal,  so 
that  it  will  now  admit  the  passage  of  the  largest  vessels  employed  on 
the  Ohio  River. 

A  bill  has  already  passed  the  Senate  at  the  present  session  of  Con- 
gress, providing  for  the  payment  of  certain  outstanding  bonds  of  the 
Louisville  and  Portland  (anal  Company,  and  the  assumption  of  the 
entire  control  of  the  work  by  the  United  States  Government,  the  rate 
of  tolls  to  be  so  graded  that  the  receipts  shall  simply  be  sufficient  to 
pay  for  the  current  expenses  of  maintaining  and  operating  the  work. 

THE   IMPROVEMENT   OF   THE     KANAWHA    RIVER    BELOW    THE   GREAT 

FALLS. 

The  radical  improvement  of  the  Kanawha  River  from  its  mouth  to 
Great  Falls,  a  distance  of  94.20  miles,  requires  the  adoption  of  a  plan 
which  will  insure  the  same  depth  at  low  water  as  is  proposed  to  be 
secured  on  the  Ohio,  viz,  G  feet  at  the  lowest  stages.  Such  au  improve- 
ment would  afford  a  constant  channel  for  the  transport  of  coal,  with 
the  exception  of  about  a  month  each  year,  when  navigation  is  closed  on 
account  of  ice. 

It  is  stated  by  W.  Milnor  Roberts,  United  States  engineer,  in  his 
report  rendered  in  the  year  1870,  that  "  among  the  items  of  export  for 
1860,  passing  Point  Pleasant  into  the  Ohio  from  the  Kanawha  River, 
was  1,873,528  bushels  of  salt  and  2,763,000  bushels  of  coal." 

The  treasurer  of  the  Kanawha  Improvement  Company  states  that 
this  trade  has  probably  increased  100  per  cent,  since  Mr.  Roberts'  report 
was  made. 

Mr.  Lorraine,  late  chief  engineer  of  the  James  River  and  Kanawha 
Canal,  presents  two  estimates,  each  providing  for  boats  drawing  six 
feet, 

The  first,  amounting  in  round  numbers  to  $2,000,000,  contemplates 
an  open-dam  improvement  as  far  up  as  Paint  Creek  Shoal,  with  water- 
ways 120  feet  in  width,  and  with  6|  feet  depth  ;  and  from  this  point  to 
the  Great  Falls  a  lock  and  dam  improvement,  with  locks  240  feet  long, 
40  feet  wide,  and  7  feet  depth  of  water.  This  estimate  includes  the  cost 
of  a  reservoir  at  Meadow  River. 

The  second  estimate,  amounting  in  round  numbers  to  $3,00'),000,  con- 
templates a  lock  and  dam  improvement  throughout. 

By  a  plan  of  improvement,  consisting  of  dams  with  open  chutes 
below  Paint  Creek  Shoals,  and  of  dams  with  locks  between  that  point 
and  Lyken's  Shoals,  it  was  estimated  that  the  cost  would  be  $2,000,000. 

The  cost  of  improving  the  Kanawha  by  the  method  of  locks  and 
dams,  with  chutes  and  movable  gates,  would  be  about  $3,300,000,  viz, 
eleven  dams,  locks,  and  chutes,  at  $300,000  each. 

In  view  of  the  importance  of  developing  the  vast  mineral  resources  of 
West  Virginia  herein  referred  to,  the  committee  recommends  that,  as 
soon  as  the  Engineer  of  the  War  Department  can  determine  upon  the 


222  TRANSPORTATION  TO  THE  SEABOARD. 

best  plan  for  the  radical  improvement  of  the  Kanawha  River,  the  neces- 
sary appropriations  shall  be  made  by  Congress  for  that  work. 

THE  WISCONSIN  AND   FOX   RIVERS   IMPROVEMENT. 

The  Wisconsin  and  Fox  Rivers  have  formed  an  important  highway  of 
commerce  for  nearly  two  hundred  years.  It  was  by  this  route  that,  in 
1673,  Marquette  and  his  companions  discovered  the  Upper  Mississippi, 
and  along  which  were  made,  by  the  French  missionaries  and  traders, 
the  earliest  settlements  in  the  West. 

It  was  the  wish  of  the  founders  of  the  republic  to  preserve  this  great 
natural  water-route  unobstructed,  and  to  make  it  a  permanent  means  of 
communication  between  the  lakes  and  the  Mississippi.  In  the  ordinance 
for  the  government  of  the  territory  of  the  United  States  northwest  of 
the  river  Ohio,  adopted  July  14,  1787,  it  is  provided  that  the  navigable 
waters  leading  into  the  Mississippi  and  the  Saint  Lawrence,  and  the 
carrying-places  between  the  same,  shall  be  common  highways,  and  for- 
ever free. 

The  same  provision,  in  substance,  is  embodied  in  an  act  of  Congress 
relating  to  said  territory,  passed  August  7,  1780,  after  the  adoption  of 
the  Constitution  of  the  United  States;  in  an  act  of  Congress  establish- 
ing the  Territorial  government  of  Wisconsin,  approved  April  20,  1830; 
in  an  act  of  Congress  relating  to  the  admission  of  Wisconsin  as  a  State 
into  the  Union,  approved  August  6,  1840;  and  in  the  constitution  of 
the  State  of  Wisconsin. 

In  1830,  under  the  direction  of  the  War  Department  of  the  govern- 
ment, a  preliminary  survey  of  the  rivers  and  an  estimate  of  the  cost  of 
their  improvements  were  made  by  Captain  Cram,  of  the  United  States 
Topographical  Engineers. 

In  1846,  by  an  act  of  Congress  approved  August  8,  1846,  a  grant  of 
lands  was  made  to  the  State  of  Wisconsin,  on  the  admission  of  such 
State  into  the  Union,  for  the  purpose  of  improving  the  navigation  of 
the  Fox  and  Wisconsin  Rivers  in  the  Territory  of  Wisconsin,  and  of 
constructing  a  canal  to  unite  the  said  rivers  at  or  near  the  portage,  in 
which  the  declaration  was  reasserted  that  this  should  be  free  for  the 
commerce  of  the  United  States. 

The  State  of  Wisconsin,  at  first  by  its  board  of  public  works  and 
afterward  by  corporations  duly  created  therefor,  undertook  to  improve 
the  navigation  of  these  rivers.  Over  two  millions  of  dollars,  including 
the  proceeds  of  the  lands  granted  by  Congress,  were  expended.  The 
Fox  River  was  improved  so  as  to  pass,  in  low  water,  boats  of  four  feet 
draught  from  Green  Bay  to  Lake  Winnebago,  and  of  two  and  a  half  feet 
from  Lake  Winnebago  to  the  Wisconsin  River.  Little  or  no  work  was 
done  upon  the  Wisconsin,  owing  to  the  uncertainty  attending  the  naviga- 
tion of  the  Wisconsin,  and  the  inadequate  depth  of  the  channel  in  the  Fox 
River.  The  improvement  failed  to  meet  in  any  great  degree  the  require- 
ments of  commerce.    It  did  not  admit  of  the  passage  of  boats  up  the 


TRANSPORTATION    TO    THE    SEABOARD.  223 

Wisconsin  from  the  Mississippi,  and  was  of  little  benefit,  excepting*  on 
the  line  of  the  Fox  Eiver.  There  its  benefits  are  apparent  in  the  ex- 
traordinary development  of  that  portion  of  the  State — a  development 
which  is  traceable  not  only  to  the  utilization  of  water-power,  but  prob- 
ably in  a  greater  degree  to  the  competition,  although  necessarily  small, 
existing  between  water  and  rail. 

In  1S70  Congress  directed  the  Secretary  of  War  to  adopt  such  a  plan 
for  the  improvement  of  th<- Wisconsin  as  should  be  approved  by  the 
Chief  of  Engineers,  and  authorized  him  to  appoint  arbitrators  to  ascer- 
tain the  sum  which  ought  to  be  paid  for  the  transfer  of  all  rights  in  the 
works  of  improvement  then  held  by  a  corporation  created  under  the 
laws  of  Wisconsin.  In  ascertaining  this  sum  the  arbitrators  credited 
the  United  States  with  the  proceeds  of  all  lands  granted  by  Congress  in 
aid  of  the  work,  the  proceeds,  with  the  costs  of  sale,  amounting  to  about 
$1.25  per  acre,  and  fixed  the  sum  to  be  paid  to  said  corporation  at 
$145,000.  In  1871  Congress  made  an  appropriation  therefor,  and  a 
deed  of  transfer  was  made  and  delivered  to  the  United  States.  Addi- 
tional appropriations  for  the  work,  according  to  the  plan  approved  by 
the  Chief  of  Engineers,  to  the  extent  of  $400,000,  have  been  made  by 
Congress. 

In  reference  to  this  work,  Colonel  Houston,  the  engineer  in  charge, 
says :  "  The  work  now  is  in  the  hands  of  the  government,  different  from 
any  other  work  of  this  character,  and  the  appropriation  that  was  made 
last  year  is  too  small  an  appropriation  to  carry  on  the  work  to  advan- 
tage/' 

Nature  and  condition  of  the  work  of  improvement. 

The  Wisconsin  Eiver,  having  its  rise  in  the  northern  part  of  the  State 
of  Wisconsin,  runs  southerly  until  it  approaches  the  Fox  Eiver,  turns 
abruptly  southwesterly,  and,  running  in  that  course  one  hundred  and 
eighteen  miles,  empties  into  the  Mississippi  at  Prairie  du  Chien. 

The  Fox  Eiver,  having  its  rise  in  the  southern  part  of  Wisconsin? 
runs  northwesterly  until  it  approaches  the  Wisconsin  Eiver,  turns  ab- 
ruptly northeasterly,  and  running  in  that  course  one  hundred  and  sixty 
miles  (to  be  reduced  to  one  hundred  and  fifty-three  miles),  empties  into 
Lake  Michigan  at  Green  Bay. 

The  course  of  the  two  rivers  below  the  portage,  the  point  of  nearest 
approach,  is  surprisingly  straight,  and  nearly  upon  a  due  line  passing 
through  Prairie  du  Chien  and  the  Straits  of  Mackinaw. 

The  divide,  or  portage,  separating  the  Wisconsin  Eiver  waters,  lead- 
ing into  the  Gulf  of  Mexico,  from  the  Fox  Eiver  waters,  leading  into 
the  Saint  Lawrence,  is  a  level  sand  prairie,  without  rock,  and  in  width 
one  and  one-half  miles.  The  Wisconsin  at  the  portage  is  at  the  summit- 
level.  It  is  about  7  feet  higher  than  the  Fox  at  the  portage,  about  200 
feet  higher  than  Lake  Michigan  at  the  mouth  of  the  Fox,  and  1G9  feet 
higher  than  the  Mississippi  at  the  mouth  of  the  Wisconsin. 

Already  a  canal  at  the  portage  connects  the  Wisconsin  and  the  Fox, 


224  TRANSPORTATION     TO     THE    SEABOARD. 

and  a  slack-water  communication  extending  from  the  portage  to  Green 
Bay,  a  distance  of  one  hundred  and  sixty  miles,  overcomes,  by  locks  and 
dams,  the  fall  of  200  feet,  and  connects  the  Wisconsin  Eiver  with  Lake 
Michigan. 

The  Fox  River  from  its  mouth  to  Oshkosh,  on  Lake  Winnebago,  lias 
a  low-water  channel  of  about  4  feet,  and  from  Lake  Winnebago  to  the 
portage  of  about  3  feet.  At  stages  of  high  water,  boats  of  3,  4,  and 
even  5  feet  draught,  have  passed  from  Lake  Michigan  up  the  Fox  River, 
and  down  the  Wisconsin  into  the  Mississippi  River.  As  late  in  the 
season  as  June  boats  of  three  hundred  tons  burden  have  made  the  pas- 
sage. In  stages  of  low  water  the  Wisconsin  cannot  be  navigated  on 
account  of  the  drifting  sand. 

Compared  with  the  Erie  Canal. 

The  Erie  Canal  is  three  hundred  and  fifty  miles  long,  nominally  7  feet 
deep;  has  seventy-one  locks  110  feet  by  18  feet;  a  total  lockage  of  054 
feet,  and  admits  the  passage  of  boats  of  about  two  hundred  tons. 

The  Wisconsin  and  Fox  Rivers  improvement  to  have  5  feet  draught, 
to  be  271  miles  in  length,  of  which  118  are  to  be  unobstructed  river 
and  153  slack-water  navigation ;  with  27  locks,  100  feet  by  35  feet,  and 
a  total  lockage  of  195  feet;  water  at  the  summit-level  greatly  in  excess 
of  the  quantity  required,  and  not  to  exceed  six  miles  of  canal  in  all,  in- 
cluding the  short  canals  around  the  dams,*  and  will  pass  boats  of  over 
500  tons. 

The  present  motive  power  on  the  Erie  Canal  is  horse-power.  On  the 
improvement  steam  is  proposed.  The  rate  of  movement  on  the  canal, 
including  lockages,  does  not  exceed  one  "and  a  half  miles  per  hour; 
while  on  the  improvement  it  will  be  five  to  seven  miles  per  hour. 

An  impediment,  and  possibly  the  greatest,  in  the  way  of  the  im- 
provement of  rivers,  is  the  sudden  and  great  rise  of  water  at  certain 
seasons  of  the  year.  In  the  Ohio  River  the  floods  rise  above  low-water 
mark  as  high  as  sixty  feet,  and  in  the  Illinois,  Rock,  and  Chippewa 
Rivers  as  high  as  thirty  feet.  But  not  so  in  the  Wisconsin.  The  differ- 
ence between  high  and  low-water  mark  is,  at  the  mouth  ten  feet,  and  at 
the  portage  six  feet.  Two  mountains  of  rock,  twenty  miles  above  the 
portage,  situated  at  each  side  and  close  against  the  river,  by  reducing 
the  channel,  hold  back  the  floods. 

Ma).  Charles  R.  Suter,  in  his  report  of  the  survey  of  this  river,  made 
January  2,  1807,  says: 

"Twenty-three  miles  above  Portage  City  the  river  passes  through  the 
Dalles,  and  is  there  very  much  reduced  in  width.  The  Dalles  act  as  a 
dam  to  prevent  any  very  great  rise  in  the  lower  Wisconsin.  The  aver- 
age yearly  rise  is  about  six  feet.  In  the  spring  of  1800  it  rose  nine 
feet,  which  is  the  greatest  height  it  has  attaiued  for  many  years.  The 
rise  in  the  river  just  above  the  Dalles  on  this  occasion  was  more  than 
fifty  feet." 

*  See  Colonel  Houston^  Report,  1873.  and  evidence,  p.  232. 


TRANSPORTATION    TO    THE    SEABOARD. 


225 


The  proposed  improvement  will  permit  the  passage  of  vessels  more 
than  double  the  size  of  those  on  the  Erie  Canal,  and  at  a  speed  at  least 
three  times  as  great.  The  annual  capacity  of  this  line  for  the  movement 
of  tonnage  will  be  more  than  twice  that  of  the  Erie  Canal.  Assuming 
the  capacity  of  the  vessels  to  be  500  tons,  the  time  for  passage  of  a  lock 
10  minutes,  and  the  number  of  days  of  navigation  220,  the  ultimate 
capacity  for  the  movement  of  freights  eastward  will  be  7,920,000  tons 
per  annum — equal  to  264,000,000  bushels  of  60  pounds. 

The  construction  of  this  work  will  afford  water  competition  with  all 
the  railways  which  now  connect  the  Mississippi  River  with  the  lakes, 
between  Burlington,  Iowa,  and  Saint  Paul,  Minn.  It  is  difficult  to  state 
precisely  all  the  benefits  that  may  be  anticipated  from  such  competition, 
but  an  approximate  estimate  may  be  made  by  comparing  the  present 
railroad  charges,  between  the  river  and  the  lakes,  with  actual  results 
obtained  on  similar  water-courses  and  applied  to  this  route.  The  fol- 
lowing tables  present  such  an  estimate: 

Table  showing  the  distances  from  the  river  ports  named  to  Chicago  and  to  Green  Bay. 


l» 

>=x  5 

fit 

o 

«hg 

M 

From — 

31 

o 

Oci-S  > 

o 

~">  53 

H 

H 

Miles. 

Miles. 

Saint  r-aul 

406 
306 

484 
366 

275 

331 

245 

188 

271 

328 
384 

156 
136 

182 

207 

Pulton 

402 

438 

529 

Note. — The  above  distances  "by  rail"  are  as  given  by  the  several  railroads  connecting  Chicago  with 
said  river  ports.    The  distances  by  river  are  furnished  by  the  War  Department. 

Table  showing  the  actual  cost  of  transport  by  rail  to  Chicago  and  the  estimated  cost  by  th 
Fox  and  Wisconsin  improvement  from  the  river  ports  named  in  Green  Hay. 


From — 


Saint  Paul 

Winona 

La  Crosse 

Prairie  du  Chien 

Dubuque 

Savauuah  

Fulton 

Rock  Island 

B  Arlington 

Average 

S.  Eep.  307 15 


So 

•—  a 
o  o 


$0  19.  3 
18.4 
18.4 
18.4 
17 
18 
17.5 
15 
12 


.as! 


o 


06.4 
4.8 
4.4 
3.6 
4.2 
5.1 
5.3 
5.8 
7 


17.1 


05.2 


12.9 

13.6 

14 

14.8 

12.8 

12  9 

12.2 

9.2 

5 


11.9 


226 


TRANSPORTATION    TO    THE    SEABOARD. 


The  actual  average  rail-rates  in  above  table  are  taken  from  the  freight- 
tariffs  of  the  several  railroads  during  the  season  of  navigation  in  1872* 
The  water-rates  to  Green  Bay  are  computed  upon  the  basis  of  the  actual 
average  charges  which  prevailed  on  the  Mississippi  River,  between  Saint 
Paul  and  Saint  Louis,  during  the  season  of  high-water  navigation  in 
1872,  and  also  upon  the  actual  average  charges  on  the  Mississippi  from 
Saint  Louis  to  New  Orleans  the  same  year,  namely,  4-^  mills  per  ton 
per  mile.  As  the  Fox  and  Wisconsin  improvement  will  have  5  feet 
depth  of  water,  and  pass  vessels  of  at  leas $  500  tons  burden  at  the  rate 
of  5  or  6  miles  per  hour,  with  only  six  miles  of  canal  on  the  entire  route, 
it  is  believed  that  the  rate  named  will  afford  a  liberal  compensation  to 
the  carrier.  The  carrier's  charges  on  the  Erie  Canal,  which  passes  boats 
of  only  210  tons,  at  the  rate  of  1£  miles  per  hour,  have  ranged  from  5  to 
7  mills  per  ton,  and  including  tolls,  a  little  less  than  10  mills.  It  is  be- 
lieved that  an  enlargement  of  the  Erie  Canal  that  will  pass  boats  of  000 
tons  will  reduce  the  cost  of  transport  one-half.  This  route  being  sub- 
stantially open  river  and  slack  water  for  the  entire  distance,  with  steam 
motive  power,  will  be  able  to  afford  as  cheap  transportation  as  the  Erie 
Canal  with  the  proposed  enlargement.  A  much  more  just  comparison, 
however,  is  the  one  above  made  with  actual  river-charges. 

In  case  the  above  estimate  be  considered  too  low  for  the  water- 
route,  the  following  is  also  submitted,  it  being  based  upon  an  as- 
sumed charge  of  6  mills  per  ton  per  mile  down  the  Mississippi  Eiver 
and  through  the  Fox  and  Wisconsin  improvement,  and  8  mills  per  ton 
per  mile  up  the  Mississippi.  The  following  are  the  results  of  such  coin- 
X^arison : 


^ 

-  M 

° « s~ 

a 

«K  C~ 

- 

Fi'om — 

to 

"^  o 
■-  *J 
i   r. 
— -= 

> 

o 

*  5 

Sg££g 

5  • 

O   £._; 

•P^S  X 

S 

~>.r- 

O    00.2 

st  ill 

via 

sin 

Mis 

a 

<4 

H 

■r. 

$0  19.  3 

$0  8.  7 

$0  10.6 

18.4 
18.4 

6.5 
5.9 

11.9 

12.5 

18.4 

4.8 

13.6 

17 

5.1 

11.9 

18 

7.5 

10.5 

17.5 
15 

7.9 

8.8 

9.6 

6.2 

12 

11.5 

5 

17  1 

7.4 

9.7 

Computing  the  cost  at  the  rates  last  named,  which  are  higher  than  the 
usual  river  charges,  and  about  equal  to  the  average  carriers'  charges  on 
the  Erie  Canal,  we  find  the  average  cost  for  all  the  ports  named  by  the 
proposed  water-route  to  be  only  7.4  cents  per  bushel,  against  17.1  cents 


TRANSPORTATION    TO    THE    SEABOARD.  227 

by  rail,  showing-  a  saving  of  9.7  cents  per  bushel.  The  surplus  of  wheat 
and  corn  in  Iowa  and  Minnesota  in  1873  being  over  60,000,000  bushels, 
the  annual  saving  to  be  effected  by  the  proposed  improvement  will 
amount  to  86,000,000,  or  twice  as  much  for  a  single  year  as  the  entire 
cost  of  the  work.  To  this  must  be  added  a  similar  saving  per  bushel 
on  the  wheat  and  corn  of  Nebraska,  and  of  a  large  part  of  Illinois  and 
Wisconsin.  By  referring  to  the  crop-map  in  the  appendix,  showing  the 
localities  in  which  a  surplus  of  wheat  is  produced,  it  will  be  observed 
that  this  improvement  connects  the  lakes  by  direct  water  communica- 
tion with  the  largest  and  most  productive  wheat  region  on  the  conti- 
nent, and  seems  especially  designed  to  afford  for  it  the  cheapest  possible 
outlet  to  market.  It  is  the  shortest  and  cheapest  connection  witli  the 
most  prolific  wheat  areas  of  Minnesota,  Northern  Wisconsin,  and  Iowa; 
and  it  passes  through  the  richest  wheat-producing  region  of  Central 
Wisconsin.  The  four  counties  of  Dane,  Dodge,  Columbia,  and  Fond 
du  Lac,  situated  directly  upon  the  proposed  route,  produced  in  1SG9  an 
aggregate  surplus  of  over  7,000,000  bushels  of  wheat.  The  other  coun- 
ties of  Wisconsin  which  are  closely  contiguous  to  the  Mississippi  River 
produced  an  aggregate  surplus  of  over  3,500,000  bushels,  making  a 
total  surplus  of  over  10,500,000  bushels  in  Wisconsin,  which  would  be 
benefited  to  the  extent  of  the  reduction  above  estimated. 

Minnesota,  with  only  5  per  cent,  of  her  lands  under  cultivation,  pro- 
duced a  surplus  last  year  of  over  22,000,000  bushels;  a  reduction  of  9.7 
cents*  per  bushel  in  the  cost  of  transportation  would  make  a  present 
saving  to  that  State  of  $2,131,000  per  annum,  or  more  than  two-thirds  of 
the  entire  cost  of  the  improvement.  When  one-half  of  her  lands  shall 
be  brought  under  cultivation,  as  they  will  be  within  a  very  few  years, 
the  saving  will  be  over  $21,000,000  per  annum. 

To  all  these  vast  benefits  must  be  added  a  like  reduction  on  the  cost 
of  transportation  for  the  lumber  of  Michigan  and  Eastern  Wisconsin, 
for  the  coal  and  salt  from  districts  east  of  the  lakes,  for  the  iron  of  Lake 
Superior,  and  for  general  merchandise. 

It  is  stated  that  in  the  ten  years,  from  1855  to  1804,  inclusive,  the  total 
number  of  tons  moved  one  mile  by  the  ISTew  York  Central  Railroad  was 
2,132,073,612,  and  by  the  Erie  Railroad  2,587,274,914  tons;  by  the  New 
York  canals  8,175,803,065  tons;  and  the  average  charges  of  the  Central 
Railway  were  2.6  cents,  Erie  Railway  2.22  cents,  and  the  cauals  .91 
cents  per  ton  per  mile.  Had  the  freights  which  were  carried  by  canal 
for  the  ten  years  been  carried  by  rail,  the  additional  freight-charges 
would  have  amounted  to  $122,637,045.97. 

The  special  advantages  presented  by  this  route  are  these  : 

1.  It  runs  on  a  direct  line  to  the  center  of  the  great  surplus  wheat 

*  The  average  saving  from  all  Minnesota  ports,  including  La  Crosse  and  Prairie  du 
Cbien,  Wis.,  is  12  cents  per  bushel,  as  will  he  seen  by  reference  to  the  last  table. 
This  would  make  a  saving  ou  last  year's  surplus  of  $2,640,000. 


228  TRANSPORTATION    TO    THE    SEABOARD. 

area  of  the  country,  which  supplies  the  bulk  of  the  grain  shipments 
east,  and  to  or  near  the  centers  of  the  surplus  areas  of  other  grains. 

2.  It  has  less  canal,  less  lockage,  and  costs  less  than  any  other  pro- 
posed route. 

3.  Its  point  of  connection  with  the  lake  at  Green  Bay  is  nearly  two 
hundred  miles  nearer  to  the  eastern  markets  than  the  southern  end  of 
Lake  Michigan.  By  the  opening  of  the  Sturgeon  Bay  Canal,  one  mile 
in  length,  to  be  completed  in  1874,  Green  Bay  becomes  a  port  at  which 
nearly  all  of  the  shipping  of  the  lakes  will  touch. 

4.  Congress  has  already  directed  the  Secretary  of  War  to  improve 
the  Wisconsin,  and  has  prescribed  the  plan  of  improvement;  no  further 
action  of  Congress  being  necessary  excepting  to  make  additional  ap ' 
propriations. 

The  proposed  Fox  and  Wisconsin  improvement  is  only  an  extension 
of  the  Erie  Canal  to  the  Mississippi  Biver — the  completion  of  the  great 
work  inaugurated  by  Be  Witt  Clinton  in  1817.  From  it  like  results 
may  reasonably  be  expected  to  flow.  The  population  and  products  of 
the  country  west  of  the  Mississippi  Biver  are  vastly  greater  to-day  than 
they  were  west  of  the  lakes  when  the  Erie  Canal  was  commenced.  In 
1820,  after  its  completion  to  Buffalo,  Mr.  Clinton  delivered  a  speech  in 
honor  of  the  event,  in  which,  giving  loose  reins  to  his  enthusiasm,  he 
ventured  to  predict  that  in  fifty  years  from  that  date  Buffalo,  then  an 
Indian  trading  station,  and  Chicago,  a  frontier  post,  would  contain  a 
population  each  of  100,000  souls.  The  400,000  people  at  Chicago  and 
the  teeming  millions  in  the  Mississippi  Valley  prove  how  inadequate 
was  even  the  prophetic  vision  and  ardent  enthusiasm  of  a  Clinton  to 
anticipate  the  wonderful  progress  of  the  imperial  West.  The  same  wise 
statesmanship  which  rendered  this  progress  possible,  points  to  a  con- 
nection of  the  lakes  and  Erie  Canal  with  the  Mississippi  River,  as  one 
of  the  means  of  relieving  the  overburdened  West,  of  cheapening  the 
price  of  bread  at  the  East,  and  of  contributing  to  the  prosperity  of  both 
sections  of  the  country.  The  great  benefits  it  will  confer,  for  the  com- 
paratively insignificant  expenditure  required,  confirms  the  wisdom  of  the 
founders  of  the  republic  when,  by  the  ordinance  of  the  14th  of  July, 
1787,  they  provided  that  "the  navigable  waters  leading  into  the  Missis- 
sippi and  the  Saint  Lawrence,  and  the  carrying  places  between  the 
same,  shall  be  common  highways,  and  forever  free." 

Colonel  Houston,  United  States  engineer  in  charge  of  this  work,  esti- 
mates its  entire  cost  at  $3,000,000,  a  sum  totally  insignificant  in  com- 
parison with  the  results  to  be  obtained.  Owing  to  the  inadequacy  of 
the  sums  heretofore  appropriated,  the  improvement  has  progressed  very 
slowly,  and  at  much  greater  expense  than  was  necessary.  In  view  of 
the  great  benefits  to  be  obtained,  the  committee  are  of  the  opinion  that 
liberal  appropriations  should  be  made  to  complete  the  improvement  at 
the  earliest  practicable  moment. 


TRANSPORTATION  TO  THE  SEABOARD.  229 

ROCK  ISLAND  AND  HENNEPIN  CANAL. 

It  is  proposed  to  connect  the  Illinois  Eiver,  at  Hennepin,  a  point  19 
miles  below  the  southern  terminus  of  the  Illinois  and  Michigan  Canal, 
with  the  Mississippi  Eiver,  at  Watertown,  a  point  about  8  miles  above 
Bock  Island. 

At  the  instance  of  certain  public  meetings,  held  at  various  points  in 
the  State  of  Illinois  during  the  year  18GG,  a  preliminary  survey  of  the 
Hennepin  Canal  route  was  made  by  Col.  J.  O.  Hudnutt,  civil  engineer 
The  dimensions  of  the  canal  and  its  locks  upon  which  Colonel  Hudnutt 
based  his  calculations  were  as  follows:  Prism,  60  feet  at  surface,  36 
feet  at  bottom,  and  6  feet  deep.  Locks,  160  feet  long,  21  feet  wide,  and 
11  feet  lift.     Capacity  of  boats,  250  tons. 

Length  of  canal,  main  line 61  miles 

Navigable  feeder  from  Bock  Biver 38  miles. 

Total  length , . .   102  miles. 

Estimated  cost  alittle  over  $1,500,000.  Colonel  Hudnutt  declared  that 
this  would  be  the  cheapest  canal  ever  constructed  in  the  United  States. 

A  very  careful  survey  and  series  of  estimates  was  made  for  a  canal 
upon  nearly  the  same  route  by  Mr.  Gorham  P.  Low,  civil  engineer, 
under  the  direction  of  tie  War  Department,  in  the  year  1870.  The 
estimates  were  for  a  ship-canal  of  the  following  dimensions  :  Prism,  160 
feet  at  surface,  132  feet  at  bottom,  and  7  feet  deep.  Locks,  350  feet  long 
and  75  feet  wide.  The  dimensions  of  the  feeder  estimated  upon  were 
110  feet  width  at  surface,  112  feet  at  the  bottom,  and  7  feet  deep. 

Length  of  canal,  main  line 65.  31  miles. 

Feeder - 38. 12  miles. 

Total  length 103.43  miles. 

Estimated  cost,  main  line 810,  208,  810 

Navigable  feeder  from  Dixon,  on  the  Bock  Biver,  to  the 

summit 2,  270,  850 

Total  cost 12, 179,  690 

The  lockage  was  found  to  be  as  follows  :  From  the  Illinois  Biver  at 
Hennepin  to  the  summitdevel,  19  locks,  with  an  ascent  of  207  feet,  and 
thence  by  a  descent  of  92  feet  by  9  locks  to  the  Mississippi  Biver. 
There  will  be  no  lift-locks  upon  the  feeder,  and  only  one  guarddock. 
Mr.  Low  states  that  the  locks  contemplated  in  his  estimate  would 
admit  a  steamer  and  tow  of  barges  capable  of  carrying  2,000  tons  or 
66,666  bushels  of  wheat.  He  states  that  the  supply  of  water  on  the 
summit-level  Avill  be  sufficient  for  67  passages  eastward  daily  of  such 
tows,  carrying  131,000  tons  of  freight,  or  4,166,666  bushels  of  wheat. 
This  would  afford  an  annual  capacity  for  the  transport  of  grain  east- 
ward of  1,071,999,840  bushels  for  each  season  of  240  days,  or  eleven 
times  the  largest  amount  of  grain  ever  received  at  Chicago  during  one 
vear. 


230  TRANSPORTATION    TO    THE    SEABOARD. 

The  foregoing  estimates  being  based  upon  the  requirements  of  a  gun- 
boat canal,  Mr.  Low  also  proposed  estimates  for  a  commercial  canal  of 
the  same  dimensions  as  those  assumed  by  Colonel  Hudnutt  in  1S66,  viz, 
prism  00  feet  surface,  30  feet  bottom,  and  0  feet  deep,  with  locks  150  feet 
long  and  21  feet  wide,  admitting  the  passage  of  boats  of  280  tons. 

Assuming  the  canal  to  have  a  single  line  of  locks,  and  the  time  of  the 
passage  of  a  lock  to  be  10  minutes,  the  ultimate  capacity  of  the  canal 
to  pass  freights  eastward  would  be  4,838,400  tons  per  annum — equal  to 
101,280,000  bushels  of  grain  during  a  season  of  navigation  of  240  days, 
or  1§  times  the  largest  amount  of  grain  received  at  Chicago  during  any 
one  year. 

The  estimated  cost  of  the  work  was  as  follows: 

Main  line $2, 896,  911 

Feeder 1,  002,  812 

Total  cost 3,  899,  723 

The  present  locks  of  the  Illinois  and  Michigan  Canal  will  not  admit 
of  the  passage  of  boats  of  280  tons.  In  order  that  the  navigation  may 
be  uniform,  the  locks  will  have  to  be  enlarged.  Xo  estimate  has  been 
made  of  the  cost  of  such  enlargement. 

The  improvements  on  that  portion  of  the  Illinois  River  which  have 
already  been  completed  under  appropriations  made  by  the  State  of  Illi- 
nois and  the  United  States,  together  with  the  Illinois  and  Michigan 
Canal,  would  form  with  the  Hennepin  Canal  a  continuous  line  of  canal 
and  slack-water  navigation  from  Chicago  to  the  Mississippi  River,  the 

distances  being  as  follows : 

Miles. 

Illinois  and  Michigan  Canal,  Chicago  to  La  Salle 96 

Slack  water,  Illinois  River,  La  Salle  to  Hennepin , 19 

Hennepin  Canal,  Illinois  River  to  Mississippi  River 65 

Total  distance ISO 

The  improvements  of  the  Mississippi  River,  now  in  progress,  will 
afford  761  miles  of  continuous  navigation  between  Saint  Louis  and 
Saint  Paul  (except  during  the  winter  months)  for  barges  which  can  be 
passed  through  the  Hennepin  and  the  Illinois  and  Michigan  Canals  to 
the  city  of  Chicago,  thus  affording  water  competition  with  all  the  rail- 
way lines  which  cross  the  Mississippi  River  between  Saint  Louis  and 
Saint  Paul.  All  the  advantages  which  would  be  realized  from  such 
competition  cannot  of  course  be  precisely  stated.  An  approximate  esti- 
mate may  be  made  of  the  advantages  to  be  expected  from  the  construc- 
tion of  this  work,  in  connection  with  the  improvements  of  the  Mississippi 
River  between  Saint  Louis  and  Saint  Paul,  which  will  probably  be  com- 
pleted within  two  years.  Such  an  estimate  is  presented  in  the  following- 
table.  The  rates  and  distances  between  Chicago,  Saint  Paul,  Winona, 
La  Crosse,  Prairie  du  Chien,  Duluth,  Savannah,  and  Fulton  are  given  by 


TRANSPORTATION    TO    THE    SEABOARD. 


231 


"rail"  and  "rail  and  river"  during  the  season  of  navigation  by  the 
Northwestern  Eailway  and  its  river  connections.  The  rail  distances  to 
Eock  Island  and  Burlington,  Iowa,  are  given  by  the  lines  of  railway  from 
Chicago  to  the  several  points  respectively.  The  distance  from  Chicago 
to  all  of  these  points  by  the  Illinois  and  Michigan  Canal,  the  Hennepin 
Canal,  and  Mississippi  Eiver  are  also  stated. 

The  actual  average  rail-rates  are  taken  from  the  freight  tariffs  of  the 
several  roads  for  the  season  of  navigation  of  the  year  1872,  and  the 
water-rates  are  computed  upon  the  following  basis:  the  cost  of  trans- 
port on  the  canals  and  slack  water  between  Chicago  and  the  Mississippi 
River  is  assumed  to  be  the  same  as  the  average  cost  of  transport  east- 
ward on  the  Erie  Canal  during  the  year  1872,  viz,  10^0-  mills  per  ton 
per  mile;  and  the  cost  of  transport  on  the  Mississippi  Eiver  is  assumed 
to  be  the  same  when  improved  as  the  average  charges  on  that  river 
between  Saint  Louis  and  Xew  Orleans  during  the  vear  1872. 


DISTANCES. 

RATES  PEK  100  POUNDS. 

Dis 

tance    by 
and  river. 

rail 

Caiial 

mil  Mississippi 
River. 

o 

ft  ■ 

K    rl 

o  S 
Is  5 

^  ft 

o 
'Z  ° 
'c: '-' 

Water  rates  per 
l'OO  pounds. 

3 
> 

-  > 

p  - 

> 

3 

458, 

340, 
305, 
245, 
18*, 
156, 
136, 
182, 
207, 

Miles. 
water  and  rail. 

Miles. 
180 
180 

180 
.180 

180 

180' 

.     180 

180 

180 

Miles. 
389 
271 

236 
176 
119 

0.". 

45 

9 

82 

Miles. 
569 
451 
416 
356 
299 
245 
227) 
189 
262 

Cents. 
33.8 
30.7 
30.7 
30.7 
28.4 
30.0 
29.2 
25.0 
20.0 

Cents. 
1.5 
9.5 
9.5 
9.5 
9.5 
9.5 
9.5 
9.5 
9.5 

Cents. 
8.6 
6.0 
5.2 
3.9 
2.6 
1.4 
1.0 
0.2 
2.0 

Cents. 
18.1 
15.5 

all  rail... 
;ill  rail . .. 

14.7 

Prairie  clu  Chien  to  Chicago  ... 

13.4 
12.1 

water  and 
all  rail... 

rail. 

10.9 

10.5 

9.7 

liuilinirtoD,  Iowa,  to  Chicago.. 

all  rail . . . 

11.5 

•  The  canal-distance  includes  the  Illinois  and  Michigan  Canal  from  Chicago  to  La  Salle,  96  miles.  The 
slack- water  navigation  from  La  Salle  to  Hennepin,  19  miles ;  and  the  Hennepin  Canal,  from  Hennepin 
to  the  Mississippi  River,  65  miles. 

tThe  above  river-distances  were  furnished  by  the  War  Department. 

The  following  table  gives  the  cost  of  transport  per  bushel  by  the  two 
lines  between  Chicago  and  the  several  river  towns  mentioned: 


Actual  av- 
erage rail 
rates  per 
bushel. 


A  s  8  u  m  e  d 
water  rates 
per  bushel. 


Water  rates 
less  than 
rail  rates. 


Saint  Paul  to  Chicago 

Winona  to  Chicago 

La  Crosse  to  Chicago 

Fmna  du  Chicn  to  Chisago. 

Dubuque  to  Chicago 

Savannah  to  Chicago 

Pulton  to  Chicago 

Rock  Island  to  Chicago 

Rurlington,  Iowa,  to  Chicago 

Average 


Cents. 


Cents. 


Cents. 


20.3 
18.4 
18.4 
18  4 
17.0 
18.0 
17.5 
15.0 
12.0 


10.9 
9.3 
8.8 
€.0 
7.3 
6.5 
6.3 
5.8 
6.9 


9.4 

9.1 

9.6 

10.4 

9.7 

11.5 

11.2 

9.2 

5.1 


17.1 


7.8 


9.4 


Assuming  a  charge  of  six  mills  per  ton  per  mile  down  the  river,  and 
eight  mills  per  ton  per  mile  up  the  river,  as  in  the  estimate  made  for 


232 


TRANSPORTATION    TO    THE    SEABOARD. 


the  Fox  and  Wisconsin  improvement,  the  result  would  be  as  stated  in 
the  folio  wins:  table: 


Actual    av- 
erage rail 
rates    per 
bushel. 

Assumed 

"Water 

rates 

water  rates 

less 

than 

per  bushel. 

rail  rates. 

Cents. 

Cents. 

Cents. 

20.3 

12.7 

7.  C 

18.4 

10.5 

7.9 

18.4 

9.9 

8.5 

18.4 

8.8 

9.6 

17.0 

7.8 

9.2 

18.0 

6.8 

11.2 

17.5 

6.5 

11.0 

15.0 

5.9 

9.1 

12.0 

7.6 

4.4 

17.1 

8.5 

8.6 

Saint  Paul  to  Chicago 

Winona  to  Chicago 

La  Crosse  to  Chicago 

Prairie  du  Chien  to  Chicago 

Dubuque  to  Chicago 

Savannah  to  Chicago 

Fulton  to  Chicago 

Rock  Island  to  Chicago 

Burlington  to  Chicago 

Average 


The  average  water-rates  appear  to  be  bnt  50  per  cent,  of  the  present 
average  rail-rates.  The  average  saving  in  the  transport  of  grain  from 
the  river  towns  mentioned  to  Chicago,  upon  the  basis  of  the  results 
here  obtained,  appears  to  be  8.G  per  bushel.  The  total  surplus  quantity 
of  wheat  and  corn  in  the  States  of  Iowa  and  Minnesota  during  the  year 
1872  is  estimated  at  00,000,000  bushels. 

If  we  assume  that  this  saving  of  8.G  cents  per  bushel  would  be  effected 
on  the  transport  of  this  quantity,  either  by  water-carriage  or  by  the 
effect  of  water-carriage  in  causing  a  reduction  of  rail-rates,  we 'find  that 
the  reduced  cost  of  transporting  the  surplus  wheat  and  corn  of  Minne- 
sota and  Iowa  to  Chicago  will  amount,  on  the  crop  of  a  single  year,  to 
the  sum  of  $5,100,000,  or  $1,201,000  more  than  will  be  required  to  con- 
struct the  Hennepin  Canal. 

The  general  effect  of  the  construction  of  the  Hennepin  Canal  in  re- 
ducing the  cost  of  transportation  from  the  Mississippi  River,  and  the 
territory  west  of  that  river,  may  also  be  inferred  from  the  actual  results 
of  transport  on  that  part  of  this  water-line  which  has  already  been 
constructed  from  Chicago  to  La  Salle.  The  Illinois  and  Michigan  Canal 
competes  with  the  Bock  Island  and  Pacific  Railroad  for  the  transport  of 
grain  from  La  Salle  to  Chicago — 100  miles. 

The  following  statement  gives  the  average  rail-freight  charges  from 
this  point  to  Chicago,  and  also  from  points  on  the  railroads  equally  dis- 
tant from  Chicago  to  that  city.  This  statement  is  computed  from  data 
furnished  by  Hon.  Joseph  Utley,  president  of  the  Illinois  and  Michigan 
Canal,  which  may  be  found  on  page  193  of  the  appendix. 

Comparative  charges  for  the  transport  of  grain  to  Chicago  by  rail 

from  points  100  miles  distant  on  five  different  railroads : 

Average  charge 

per  1UU  pou mis. 

Chicago,  Bock  Island  and  Pacific 8  cents. 

Chicago,  Burlington  and  Quiucy - 14  cents. 

Chicago  and  Northwestern 18  cents. 

Chicago  and  Alton 12  cents. 

Illinois  Central 1G  cents. 


TRANSPORTATION    TO    THE    SEABOARD.  233 

The  rate  on  the  Chicago,  Eock  Island  and  Pacific  Railroad,  which 
competes  with  the  Illinois  and  Michigan  Canal,  appears  to  be  only  53 
l^er  cent,  of  the  average  charge  for  the  same  distances  on  the  other 
roads. 

A  more  marked  exhibition  of  the  effect  of  water  competition  in  reduc- 
ing rail  freight-charges  is  also  given  by  Mr.  Utley.  The  freight-charge 
on  the  Chicago,  Eock  Island  and  Pacific  Railroad  is  only  8  cents  per 
hundred  pounds  from  Henry  to  Chicago,  between  which  points  there  is 
water  competition,  while  the  rate  from  Tiskilwa,  only  12  miles  farther 
west  than  Henry,  and  beyond  the  effect  of  canal  competition,  is  15  cents 
per  hundred  pounds,  or  nearly  as  much  for  12  miles  as  for  100  miles. 
Discriminations  such  as  this  are,  however,  characteristic  of  rail  trans- 
port in  all  parts  of  the  country. 

This  route  presents  two  special  advantages : 

1st.  It  passes  through  the  center  of  the  richest  corn-producing  area, 
and  it  forms  a  connection  with  the  Mississippi  River,  which  passes 
through  the  richest  wheat-producing  area  on  this  continent.  This  may 
be  seen  by  referring  to  the  crop-maps  in  the  appendix. 

2d.  Its  eastern  terminus  is  at  Chicago,  the  largest  grain-market  in  the 
West,  where  there  is  always  a  large  supply  of  lake-tonnage. 

The  following  extract  from  a  letter  addressed  to  the  chairman  of  this 
committee  by  Charles  Randolph,  esq.,  secretary  of  the  Board  of  Trade  of 
Chicago,  is  worthy  of  careful  attention : 

"If  this  water-way  were  completed  it  would,  in  effect,  give  an  un- 
broken line  of  transportation  by  water  from  the  head  waters  of  the  Mis- 
sissippi to  the  ocean,  either  via  the  Saint  Lawrence  or  the  Hudson 
Rivers.  Freights,  say  on  grain,  could  be  reduced  nearly,  or  quite,  one- 
half  of  the  general  average  between  all  points  on  the  Mississippi  River 
and  Lake  Michigan.  *  *  *  *  What 

the  Erie  Canal  is  to  the  regulation  of  freight-rates  across  the  State  of 
New  York,  this  would  be  across  the  State  of  Illinois,  and,  indeed,  of 
Wisconsin  too,  for  all  railroads  running  eastward  from  the  Mississippi 
River  would  be  brought  within  the  influence  of  its  competition." 

It  is  also  proposed  that  the  western  terminus  of  the  canal  shall  be  at 
a  point  on  the  Mississippi  about  20  miles  above  Rock  Island.  Such  a 
change  in  the  location  of  the  line  would  present  these  advantages:  1st, 
it  would  reduce  the  distance  from  Chicago  to  all  points  on  the  river  above 
the  western  terminus  of  the  canal ;  2d,  it  would  reduce  the  amount  of 
lockage,  and  3d,  the  obstacle  to  navigation  presented  by  the  Rock  Island 
Rapids  would  be  avoided. 

It  has  also  been  proposed  to  substitute  a  line  running  from  Chicago 
almost  directly  west  and  striking  the  great  eastern  bend  of  the  Missis- 
ippi  River  at  or  near  Fulton,  111.  The  practicability  of  neither  of  these 
two  lines  has  yet  been  determined  by  means  of  a  survey. 

OTHER  WATER-LINES  REPORTED   UPON  BY  THE    COMMITTEE. 

In  addition  to  the  foregoing  routes,  the  following  water-lines  are  re- 
ported upon  by  the  committee : 


234  Transportation  to  the  seaboard. 

the  improvement  of  the  illinois  river. 

By  means  of  the  improvements  of  the  Illinois  Eiver,  now  in  progress, 
it  is  proposed  to  secure  a  depth  of  7  feet  of  water  at  its  lowest  stages. 
The  method  adopted  is  that  of  dams  and  locks,  or  slack-water  naviga- 
tion. The  locks  are  to  be  350  feet  long  and  75  feet  wide,  or  large 
enough  to  accommodate  Mississippi  Eiver  steamers.  The  fall  of  the 
river  from  La  Salle  to  its  mouth,  a  distance  of  228  miles,  is  only  29  feet 
and  4  inches.  Only  four  locks  will,  therefore,  be  required.  One  of 
these  locks  has  already  been  constructed  at  Henry,  at  a  cost  of  $400,000. 
This  lock  affords  a  depth  of  7  feet  in  the  river  from  that  point  to  La 
Salle,  the  southern  terminus  of  the  Illinois  and  Michigan  Canal,  a  dis- 
tance of  thirty"  miles.  The  entire  success  of  this  lock  in  securing  the 
required  depth  of  water  may  be  considered  to  have  determined  the 
proper  method  for  the  radical  improvement  of  the  entire  river. 

The  legislature  of  Illinois  at  its  last  session  appropriated  the  sum  of 
$400,000  from  the  revenues  of  the  Illinois  and  Michigan  Canal  and  the 
river  improvement,  for  the  construction  of  another  lock  at  the  mouth 
of  Copperas  Creek,  a  point  sixty  miles  below  Henry.  It  is  estimated 
that  the  entire  cost  of  the  improvements  of  the  Illinois  Eiver,  including 
locks,  dams,  and  dredging,  will  amount  to  about  $1,400,000. 

The  Illinois  Eiver  passes  through  the  principal  corn  area  of  the  West, 
as  may  be  seen  by  referring  to  the  crop-map  in  the  appendix. 

The  route  composed  of  the  Illinois  and  Michigan  Canal,  the  Illinois 
Eiver,  and  the  Mississippi  Eiver  will  form  a  very  direct  and  valuable 
commercial  line  between  Chicago  and  Saint  Louis  and  the  large  districts 
of  country  tributary  to  those  cities. 

THE   CANALS   OF   PENNSYLVANIA. 

The  committee  desire  to  call  attention  to  a  paper  prepared  bjr  Col. 
James  AVorrall,  of  Harrisburg,  Pa.,  in  regard  to  the  existing  and  pro- 
jected canals  of  that  State,  which  may  be  found  on  page  90  of  the  ap- 
pendix. 

Three  water-routes  are  proposed — one  from  Montezuma,  a  point  on 
the  Erie  Canal,  one  hundred  and  fifty  miles  east  of  Buffalo,  to  the  mouth 
of  the  Susquehanna  Eiver,  and  two  routes  for  a  canal  to  connect  Pitts 
burgh  with  Chesapeake  Bay,  at  the  mouth  of  the  Susquehanna  Eiver. 

The  statements  thus  presented  by  Colonel  Worrall, which  are  indorsed 
by  Senator  Cameron,  are  sufficient  to  warrant  the  committee  in  recom- 
mending that,  before  any  general  system  of  water  improvements  is 
adopted,  proper  inquiries  and  surveys  shall  be  made,  in  order  to  deter 
mine  the  practicability  of  said  routes  and  their  respective  merits  as  com- 
pared with  other  proposed  canals. 

THE  CHESAPEAKE  AND  OHIO  CANAL. 

The  Chesapeake  and  Ohio  Canal  was  one  of  the  first  lines  proposed 
between  the  West  and  the  seaboard. 


TRANSPORTATION    TO    THE    SEABOARD.  23") 

Its  construction  was  begun  in  the  year  1828,  and  it  was  completed  to 
Cumberland,  Md.,  on  the  eastern  slope  of  the  Alleghany  range,  in  the 
year  1851,  at  a  cost  of  $11,071,000. 

This  route,  in  its  topographical  features  and  in  the  commercial  results 
which  it  is  expected  to  subserve,  is  quite  similar  to  the  James  Eiver  and 
Kanawha  route.  The  total  distance  from  Washington  to  Pittsburgh  is 
311  miles.  From  Pittsburgh  a  canal  may  be  constructed  to  Lake  Erie, 
the  distance  being  119  miles. 

The  division  of  the  canal  already  constructed  from  AYashington  to 
Cumberland  is  18fi  miles  in  length. 

It  is  proposed  that  the  western  portion  of  the  line  shall  consist  of 
slack-water  navigation  on  the  Youghiogheny  and  Monongahela  Rivers. 

The  Monongahela  River  has  already  been  improved  by  means  of  slack- 
water  navigation  to  the  mouth  of  the  Youghiogheny,  and  a  company  has 
been  formed  for  improving  the  Youghiogheny  by  locks  and  dams  to  Con- 
nelsville,  at  the  mouth  of  Castleman's  Kiver,  leaving  but  90  miles  of 
canal  to  be  constructed  from  Cumberland  to  the  point  just  mentioned. 

During  the  year  1873  a  survey  of  the  route  was  made  by  Colonel 
Sedgwick,  of  tlie  United  States  Engineer  Corps,  who  reported  that  the 
canal  will  attain  an  elevation  of  2,100  feet  above  tide-water,  and  involve 
a  tunnel  at  the  summit-level  of  five  mi!es  in  length. 

Colonel  Sedgwick  estimates  the  cos"  of  completing  the  canal  at 
$19,900,000. 

He  reports  that  the  water  supply  is  abundant,  as  did  the  United  States 
engineers  who  made  surveys  of  the  lino  in  the  years  1821  and  1825. 

The  line  from  Cumberland  to  Pittsburgh  passes  through  oue  of  the 
most  valuable  coal  and  iron  deposits  in  the  United  States. 

A  very  interesting  statement  in  regard  to  this  line  may  be  found  on 
page  195  of  the  appendix.  This  statement  was  prepared  by  Mr.  A.  P. 
Gorman,  president  of  the  Chesapeake  and  Ohio  Canal. 

THE  FLORIDA  SHIP-CANAL  ROUTE. 

Two  routes  have  been  proposed  for  artificial  water-ways  across  the 
peninsula  of  Florida,  connecting  the  Gulf  of  Mexico  with  the  Atlantic 
Ocean. 

First.  A  coast-line  from  New  Orleans  through  Lake  Pontchartrain, 
Mississippi  Sound,  by  means  of  short  canals  and  laud-locked  bodies  of 
water  along  the  Gulf  to  the  peninsula  of  Florida  ;  and  thence  by  canal 
and  slack-water  navigation  to  Fernandina  on  the  Atlantic  coast.  This 
line  will  involve  very  little  lockage. 

Another  water-line,  consisting  of  canals,  slack-water  navigation,  and 
rivers  already  navigable,  has  been  proposed  from  the  mouth  of  the  Saint 
John's  River  to  the  Gulf.  The  western  terminus  of  this  line  has  not  yet 
been  decided  upon,  three  points  having  been  proposed,  viz,  the  mouth 
of  the  Suwanee  River,  the  mouth  of  the  AVithlacoochee  River,  and 
Tainpa  Bay. 


230  TRANSPORTATION  TO  THE  SEABOARD. 

The  object  of  this  route  is  to  enable  sea-going-  vessels  to  avoid  the 
dangerous  passage  around  the  Florida  Keys. 

The  committee  recommend  that  the  necessary  surveys  or  reconnais- 
sances be  made,  in  order  to  determine  the  practicability  and  probable 
cost  of  these  lines. 

NIAGARA   SHIP-CANAL. 

The  project  of  constructing  a  canal  on  the  American  side  of  the  Niag- 
ara Elver,  to  connect  Lake  Erie  with  Lake  Ontario,  has  been  agitated  at 
various  times  during  the  last  fifty  years.  The  completion  of  the  Erie 
Canal  from  Albany  to  Buffalo,  in  the  year  1820,  formed  a  direct  route 
from  the  Hudson  Eiver  to  Lake  Erie,  and  thus  avoided  the  immediate 
necessity  for  the  construction  of  a  canal  from  Lake  Erie  to  Lake  Ontario, 
a  work  which  would  have  been  required,  in  order  to  open  a  commercial ' 
line  from  the  East  to  the  West,  if  the  canal  from  Albany  to  Oswego  only 
had  been  constructed.  At  an  early  date,  however,  the  necessity  for  such 
a  connection  between  the  lakes  forced  itself  upon  the  attention  of  the 
Canadian  government,  in  order  to  open  up  the  commerce  of  the  North- 
western States  to  Montreal,  and  to  foreign  countries  beyond  the  sea,  by 
the  Saint  Lawrence  route.  This  purpose  was  accomplished  by  the  con- 
struction of  the  Welland  Canal  from  Port  Colborne,  on  Lake  Erie,  to 
Port  Dalkousie,  on  Lake  Ontario,  in  connection  with  the  Saint  Lawrence 
River  canals.  For  several  years  after  the  construction  of  the  Welland 
<  'anal  about  half  of  the  commerce  between  the  West  and  New  York 
passed  through  the  Welland  Canal  to  Oswego,  and  thence  by  canal  to 
the  Hudson  Eiver.  That  commerce,  however,  fell  off  very  much  in  con- 
sequence of  the  building  of  lake  vessels  which  were  too  large  to  pass 
through  the  locks  of  the  Welland  Canal.  This  fact  caused  a  renewed 
demand  for  the  construction  of  a  ship-canal  on  the  American  side  of  the 
Niagara  Elver,  the  principal  reasons  urged  being,  1st,  That  the  United 
States  should  not  be  dependent  upon  Canada  for  so  important  a  mili- 
tary and  commercial  connection;  2d,  That  a  canal  could  be  constructed 
on  the  American  side  only  eight  miles  long,  whereas  the  Welland  Canal 
is  twenty-eight  miles  long;  and  3d,  as  already  stated,  that  the  locks  of 
the  Welland  Canal  were  not  large  enough  for  the  merchant  vessels  of 
the  upper  lakes. 

Again,  however,  the  enterprise  of  Canada,  by  the  enlargement  of  the 
Welland  Canal,  a  work  now  in  progress,  has  preceded  action  in  this 
country.  By  means  of  this  enlargement  a  large  proportion  of  the  vessels 
of  the  upper  lakes  will  be  able  to  pass  from  Lake  Erie  into  Lake  Ontario. 
While  there  does  not  appear  to  be  an  immediate  necessity  for  the  con- 
struction of  an  additional  canal  on  the  American  side  of  the  Niagara 
Eiver,  in  view  of  the  fact  that  American  vessels  are  accorded  by  the 
Dominion  government  the  same  privileges  as  Canadian  vessels  in  pass- 
ing through  the  Welland  Canal,  yet  the  committee  are  of  the  opinion 
that  the   shorter  distance  between   the    navigable   waters  of  Lakes 


TRANSPORTATION    TO    THE   SEABOARD.  237 

Erie  and  Ontario,  and  the  more  favorable  topographical  features  of  the 
country  on  the  American  side,  point  to  the  necessity  for  the  construc- 
tion of  an  American  Niagara  ship-canal  at  no  distant  period,  in  order  to 
meet  the  demands  of  the  rapidly-increasing  commerce  between  the  East 
and  the  West. 

The  following  general  description  of  the  lines  surveyed  by  Col.  C.  E. 
Blunt,  of  the  Corps  of  Topographical  Engineers,  U.  S.  A.,  in  the  year 
18G8,  will  afford  an  idea  of  the  nature  of  the  proposed  work  : 

No.  1.  From  steamboat  landing  at  Lewiston  to  Schlosser,  7.5  miles; 
estimated  cost,  $12,095,438. 

No.  2.  From  Five-mile  Meadow,  below  Lewiston,  to  Schlosser;  length 
9.38  miles;  estimated  cost,  $11,128,438. 

No.  3.  From  a  point  1,500  feet  south  of  steamboat  landing  at  Lewiston 
■to  Schlosser,  7.8  miles;  estimated  cost,  $11,031,916. 

No.  4.  From  the  mouth  of  Four-mile  Creek,  on  Lake  Ontario,  to 
Schlosser,  14.43  miles;  estimated  cost,  $12,073,520. 

No.  5.  From  Wilson,  at  the  mouth  of  Twelve-mile  Creek,  on  Lake  On- 
tario, to  the  Niagara  River,  between  Cayuga  and  Tonawanda  Creeks; 
length,  18.35  miles ;  estimated  cost,  $13,993,038. 

No.  0.  From  the  head  of  Olcott  Harbor,  Eighteen-mile  Creek,  on  Lake 
Ontario,  to  the  north  end  of  Tonawanda  Island,  25.2S  miles ;  estimated 
cost,  $12,893,170. 

In  addition,  a  line  was  surveyed  from  Tonawanda  Creek  to  Buffalo 
Harbor,  fifteen  miles,  the  estimated  cost  being  $11,000,000;  this  line 
being  intended  for  the  purpose  of  avoiding  the  current  in  the  Niagara 
River  between  Lake  Erie  and  the  entrance  to  the  proposed  canal. 

The  difference  of  elevation  between  Lake  Erie  and  Lake  Ontario  to  be 
overcome  by  lockage  amounts  to  about  316  feet  by  each  line. 

In  view  of  the  enlargement  of  the  Welland  Canal,  now  in  progress  by 
the  Dominion  government,  and  of  the  more  urgent  necessity  for  improve- 
ments elsewhere,  the  committee  refrain  from  recommending  immediate 
action  by  this  government  in  relation  to  the  proposed  Niagara  ship- 
canal.  It  may  be  doubted,  however,  whether  the  depth  and  size  of  the 
locks  proposed  by  the  Dominion  government  will  long  afford  the  neces- 
sary facilities  for  the  rapidly-increasing  size  of  our  lake  vessels,  and 
hence  the  necessity  for  a  Niagara  ship-canal  of  adequate  dimensions 
may  not  be  long  delayed. 

THE   PACIFIC   COAST. 

The  investigations  of  the  committee  have,  under  the  terms  of  the  reso- 
lution by  which  it  was  created,  been  confined  chiefly  to  questions  relating 
to  the  transportation  of  the  surplus  products'of  the  Western  and  North- 
western States  of  the  interior  to  the  seaboard.  The  committee  have, 
however,  felt  that,  in  treating  of  a  subject  so  truly  national  in  all  its 
bearings,  the  interests  of  the  States  of  the  Pacific  coast  should  not  be 


238  TRANSPORTATION    TO    THE    SEABOARD. 

neglected.  Senators  Mitchell,  of  Oregon,  and  Casserly,  of  California, 
were,  in  Jane,  1873,  appointed  a  subcommittee  to  investigate  and  re- 
port upon  the  commercial  interests  of  that  section  of  the  country.  Mr. 
Casserly  having  resigned,  his  seat  in  the  Senate  in  November,  1873,  the 
duty  lias  devolved  chiefly  upon  Mr.  Mitchell. 

The  rapid  development  of  the  States  of  California  and  Oregon  in  pop- 
ulation, in  commerce,  and  in  mineral  and  agricultural  wealth,  is  a  matter 
of  history,  the  truthful  recital  of  which  bears  almost  the  impress  of 
Action.  The  resources  of  all  that  vast  territory  lying  west  of  the  Rocky 
Mountain  range  present  possibilities,  the  full  development  of  which 
waits  upon  the  means  of  transport  to  the  seaports  of  the  Pacific  coast. 

The  value  of  the  exports  of  gold  and  silver,  breadstuff's,  provisions, 
and  other  articles  from  California,  Oregon,  and  Washington  Territory 
during  the  year  1873,  was  as  follows : 

Breadstuff's $20, 113.  574 

Gold  and  silver  coin  and  bullion 14,  490,  977 

All  other  articles 5,  82G,  080 

Total 40,  430,  031 

The  above  statement  does  not,  however,  embrace  the  value  of  the 
commodities  shipped  from  the  Pacific  States  to  the  other  States  of  the 
Union. 

According  to  our  annual  statistics  of  foreign  commerce  for  the  year 
1873,  it  appears  that | San  Francisco  was  the  third  city  of  the  Union  in 
the  value  of  domestic  exports,  New  York  being  first  and  New  Orleans 
second.  And  it  also  appears  that  San  Francisco  was  the  third  city  in 
the  value  of  imports,  New  York  beiug  first  and  Boston  second. 

Wheat  appears  to  be  the  chief  exportable  product  of  the  Pacific  coast. 
During  the  year  1873  the  exports  of  wheat  amounted  to  18,235,708  bush- 
els 5  this  amount  comprising  35  per  cent,  of  the  entire  exports  of  wheat 
from  the  United  States  to  foreign  countries.  It  is  estimated  that  the 
exports  of  wheat  from  Oregon  during  the  year  1874  will  amount  to 
nearly  5,000,000  bushels,  an  increase  of  about  4,000,000  bushels  since 
the  year  1872.  Oregon  and  Washington  Territory  also  produce  immense 
quantities  of  lumber  and  timber,  and  wool  is  becoming  an  important 
article  of  commerce  in  all  the  Pacific  States. 

The  committee  desire  especially  to  call  attention  to  the  importance  of 
improving  that  great  natural  liigh way  of  the  Pacific  coast,  the  Columbia 
River,  with  its  principal  tributary,  the  Willamette. 

Portland  is  situated  at  the  head  of  ship-navigation.  Improvements 
are  required  in  the  channel  of  the  river  below  that  city  for  sea-going 
vessels;  also  in  the  Columbia 'above  the  mouth  of  the  Willamette,  and 
in  the  AYillamette  above  Portland  for  steamboat  and  barge-navigation. 
The  western  part  of  the  Territory  of  Idaho  and  the  eastern  part  of  the 
State  of  Oregon  and  of  the  Territory  of  Washington  form  one  of  the 
lichest  agricultural  sections  on  the  continent.     The  Columbia  River  is, 


TRANSPORTATION  TO  THE  SEABOARD.  239 

at  the  present  time,  the  only  avenue  of  commerce  from  this  region  to  the 
seaboard. 

On  the  Columbia  River  there  are  two  obstructions  to  navigation,  con- 
sisting of  rapids  and  falls ;  these  are,  1st,  the  Dalles,  fourteen  miles  in 
length,  and,  2d,  the  Cascades,  four  miles  in  length. 

Several  years  ago  the  Oregon  Steam  Navigation  Company  obtained  a 
charter  from  Congress  for  the  construction  of  portage  railroads  around 
these  rapids,  by  which  means  that  company  now  holds  an  absolute 
monopoly  of  the  commerce  of  the  Columbia  between  the  seaboard  and 
the  territory  east  of  the  Cascade  Mountains.  No  other  persons  or 
companies  can  engage  in  the  business  of  transporting  merchandise  on 
the  Columbia  River.  The  freight-charges  imposed  by  this  company  are 
so  burdensome  as  to  stifle  enterprise,  and  prevent  the  legitimate  develop- 
ment of  commerce  and  agriculture.  Wheat  worth  $1.25  at  Portland 
is  worth  but  40  cents  at  Wallula,  only  230  miles  distant  by  river. 

For  transporting  a  ton  of  merchandise  from  Portland  t<>  Umatilla,  a 
distance  of  200  miles,  a  freight-charge  of  $25  is  imposed.  This  is  at  the 
rate  of  12J  cents  (gold)  per  ton  per  mile.  The  freight-charges  on  wheat 
from  Wallula  to  Portland  are  $G  per  ton  on  regular  boats,  twice  a  week, 
and  $8  per  ton  on  special  boats. 

The  average  rate  of  transport  from  Chicago  to  ISTew  York  by  the  water- 
line  is  only  9.G  mills  per  ton  per  mile,  and  the  rate  by  all  rail  12.1  mills. 
In  comparison  with  these  rates,  the  extortionate  nature  of  the  charges 
imposed  on  the  Columbia  River  may  be  clearly  appreciated. 

The  people  of  Oregon  desire  that  the  national  government,  which  has 
exclusive  jurisdiction  of  all  natural  navigable  streams,  shall  improve  the 
rapids  of  the  Columbia  River  by  means  of  canals  and  locks  so  as  to 
admit  the  passage  of  river  steamers  and  barges.  It  is  believed,  also, 
that  portage  railroads  can  be  constructed  by  the  government  at  a  cost 
not  exceeding  $300,000;  and  in  view  of  the  pressing  demand  for  the 
opening  of  free  commerce  on  the  Columbia  River,  this  plan  is  thought 
to  be  the  oue  which  should  be  first  adopted. 

The  required  improvements  of  the  Willamette  and  of  the  Columbia, 
below  the  mouth  of  the  Willamette,  consist  in  the  removal  of  sand-bars 
by  dredging,  and  the  construction  of  such  works  as  may  be  necessary 
to  maintain  the  required  depth  of  water  in  the  channel. 

But  aside  from  these  improvements  of  such  obvious  necessity,  the 
development  of  the  State  of  Oregon  and  of  the  Territories  of  Idaho  and 
Washington  depends  largely  upon  the  completion  of  at  least  two  main- 
trunk-railway  lines  connecting  the  State  of  Oregon  and  Washington 
Territory  with  the  States  east  of  the  Rocky  Mountain  range. 

To  such  main-trunk  lines  numerous  lateral  lines  would  soon  be  con- 
structed, reaching  to  all  points,  aud  leading  to  that  general  development 
of  the  country  which  has  followed  the  extension  of  the  railway  system 
throughout  the  interior  and  the  Atlantic  States. 


240  TRANSPORTATION  TO  THE  SEABOARD. 

The  committee  recommend  that  appropriations  be  made  at  the  pres- 
ent session  of  Congress  for  surveys  of  the  Cascades  and  Dalles  of  the 
Columbia  River,  and  of  the  Willamette  River,  with  a  view  to  the  im- 
provements above  indicated. 

SUMMARY  OF  CONCLUSIONS  AND  RECOMMENDATIONS. 

The  following  general  summary  of  the  conclusions  and  recommenda- 
tions of  the  committee  are  respectfully  submitted: 

Firstly.  One  of  the  most  important  problems  demanding  solution  at 
the  hands  of  the  American  statesman  is  by  what  means  shall  cheap  and 
ample  facilities  be  provided  for  the  interchange  of  commodities  between 
the  different  sections  of  our  widely  extended  country. 

Secondly.  In  the  selection  of  means  for  the  accomplishment  of  this 
object,  Congress  may,  in  its  discretion  and  under  its  responsibility  to  the 
people,  prescribe  the  rules  and  regulations  by  which  the  instruments, 
vehicles,  and  agencies  employed  in  transporting  persons  or  commodities 
from  one  State  into  or  through  another  shall  be  governed,  whether  such 
transportation  be  by  land  or  by  water. 

Thirdly.  The  power  "to  regulate  commerce"  includes  the  power  to 
aid  and  facilitate  it  by  the  employment  of  such  means  as  may  be  appro- 
priate and  plainly  adapted  to  that  end;  and  hence  Congress  may,  in  its 
discretion,  improve  or  create  channels  of  commerce  on  land  or  by  water. 

Fourthly.  A  remedy  for  some  of  the  defects  and  abuses  which  prevail 
under  existing  systems  of  transportation  may  be  provided  by  direct 
Congressional  regulation,  but  for  reasons  stated  at  length  in  this  report, 
it  is  seriously  doubted  if  facilities,  sufficiently  cheap  and  ample  to  meet 
the  just  and  reasonable  requirements  of  commerce,  can  ever  be  obtained 
by  this  method. 

Fifthly.  Whatever  may  be  the  limit  of  the  power  of  Congress  over 
interstate  commerce,  it  is  believed  that  the  attempt  to  regulate  the 
business  of  transportation  by  general  Congressional  enactments  estab- 
lishing rates  and  fares  on  1,300  railways,  aggregating  nearly  one  half 
the  railway  mileage  of  the  world,  and  embracing  an  almost  infinite 
variety  of  circumstances  and  conditions,  requires  more  definite  and  de- 
tailed information  than  is  now  in  the  possession  of  Congress  or  of  your 
committee.  Believing  that  any  ill-advised  measures,  in  this  direction, 
would  tend  to  postpone  indefinitely  the  attainment  of  the  desired  ob- 
ject— cheap  transportation — the  committee  deem  it  expedient  to  confine 
their  recommendations,  in  this  regard,  to  such  measures  only  as  may  be 
enacted  with  entire  safety,  reserving  other  matters  of  legislation  for 
further  inquiry  and  consideration.  They  therefore  recommend  for  pres- 
ent action  the  following: 

1.  That  all  railway  companies,  freight-lines,  and  other  persons,  or 
organizations  of  common  carriers,  engaged  in  transporting  passengers 
or  freights  from  one  State  into  or  through  another,  be  required,  under 


TRANSPORTATION    TO    THE    SEABOARD.  241 

proper  penalties,  to  make  publication  at  every  point  of  shipment  from 
one  State  to  another,  of  their  rates  and  fares,  embracing  all  the  particu- 
lars regarding  distance,  classifications,  rates,  special  tariffs,  drawbacks, 
&c,  and  that  they  be  prohibited  from  increasing  such  rates  above  the 
limit  named  in  the  publication,  without  reasonable  notice  to  the  public, 
to  be  prescribed  by  law. 

2.  That  combinations  and  consolidations  with  parallel  or  competing 
lines  are  evils  of  such  magnitude  as  to  demand  prompt  and  vigorous 
measures  for  their  prevention. 

3.  That  all  railway  companies,  freight-lines,  and  other  organizations 
of  common  carriers,  employed  in  transporting  grain  from  one  State  into 
or  through  another,  should  be  required,  under  proper  regulations  and 
penalties  to  be  provided  by  law,  to  receipt  for  quantity  and  to  deliver 
the  same  at  its  destination. 

4.  That  all  railway  companies  and  freight  organizations,  receiving 
freights  in  one  State  to  be  delivered  in  another,  and  whose  lines  touch 
at  any  river  or  lake  port,  be  prohibited  from  charging  more  to  or  from 
such  port  than  for  any  greater  distance  on  the  same  line.* 

5.  Stock-inflations,  generally  known  as  "  stock- waterings,"  are  wholly 
indefensible;  but  the  remedy  for  this  evil  seems  to  fall  peculiarly  within 
the  province  of  the  States  who  have  created  the  corporations  from  which 
such  practices  proceed.  The  evil  is  believed  to  be  of  such  magnitude  as 
to  require  prompt  and  efficient  State  action  for  its  prevention,  and  to 
justify  any  measures  that  may  be  proper  and  within  the  range  of  na- 
tional authority. 

6.  It  is  believed  by  the  committee  that  great  good  would  result  from 
the  passage  of  State  laws  prohibiting  officers  of  railway  companies  from 
owning  or  holding,  directly  or  indirectly,  any  interest  in  any  "  non-co- 
operative  freight-line"  or  car  company,  operated  upon  the  railroad  with 
which  they  are  connected  in  such  official  capacity. 

7.  For  the  purpose  of  procuring  and  laying  before  Congress  and  the 
country  such  complete  and  reliable  information  concerning  the  business 
of  transportation  aud  the  wants  of  commerce  as  will  enable  Congress 
to  legislate  intelligently  upon  the  subject,  it  is  recommended  that  a 
bureau  of  commerce,  in  one  of  the  executive  departments  of  the 
government,  be  charged  with  the  duty  of  collecting  and  reporting  to 
Congress  information  concerning  our  internal  trade  and  commerce;  and 
be  clothed  with  authority  of  law,  under  regulations  to  be  prescribed  by 
the  head  of  such  department,  to  require  each  and  every  railway  and 
other  transportation  company  engaged  in  interstate  transportation  to 
make  a  report,  under  oath,  of  the  proper  officer  of  such  company,  at 

*This  provision,  it  is  believed,  will  prevent  The  discriminations  now  practiced  against 
such  ports,  and  will  enable  States  which  are  separated  from  water-lines  by  interven- 
ing States  to  reach  such  lines  at  reasonable  cost.  Congress  has  no  power  to  regulate 
commerce  wholly  within  a  State,  and  hence  States  bordering  upon  such  water-lines 
will  regulate  the  rates  to  ports  within  their  own  territory. 

S.  Rep.  307 10 


242  TRANSPORTATION    TO    THE    SEABOARD. 

least  once  each  year,  which  report  should  embrace,  among  other  facts7 
the  following,  namely:  1st.  The  rates  and  fares  charged  from  all  points 
of  shipment  on  its  line  in  one  State  to  all  points  of  destination  in  another 
State,  including  classifications  and  distances,  and  all  drawbacks,  de- 
ductions, and  discriminations;  2d.  A  full  and  detailed  statement  of  re- 
ceipts and  expenditures,  including  the  compensation  paid  to  officers, 
agents,  and  employes  of  the  company;  3d.  The  amount  of  stock  and 
bonds  issued,  the  price  at  which  they  were  sold,  and  the  disposition 
made  of  the  funds  received  from  such  sale;  4th.  The  amount  and  value 
of  commodities  transported  during  the  year,  as  nearly  as  the  same  can 
be  ascertained,  together  with  such  other  facts  as  may  be  required  by 
the  head  of  such  bureau,  under  the  authority  of  law. 

Sixth.  Though  the  existence  of  the  federal  power  to  regulate  com- 
merce to  the  extent  maintained  in  this  report  is  believed  to  be  essential 
to  the  maintenance  of  perfect  equality  among  the  States  as  to  commer- 
cial rights ;  to  the  prevention  of  unjust  and  invidious  distinctions  which 
local  jealousies  or  interests  might  be  disposed  to  introduce;  to  the  proper 
restraints  of  consolidated  corporate  power,  and  to  the  correction  of  many 
of  its  existing  evils,  yet  your  committee  are  unanimously  of  the  opinion 
that  the  problem  of  cheap  transportation  is  to  be  solved  through  com- 
petition, as  hereinafter  stated,  rather  than  by  direct  Congressional  regu- 
lation of  existing  lines. 

*  Seventh.  Competition,  which  is  to  secure  and  maintain  cheap  transporta- 
tion, must  embrace  two  essential  conditions:  1st,  it  must  be  controlled 
by  a  power  with  which  combination  will  be  impossible;  2d,  it  must  oper- 
ate through  cheaper  and  more  ample  channels  of  commerce  than  are 
now  provided. 

Eighth.  Railway  competition,  when  regulated  by  its  own  laws,  will 
not  effect  the  object;  because  it  exists  only  to  a  very  limited  extent  in 
certain  localities;  it  is  always  unreliable  and  inefficient;  and  it  in- 
variably ends  in  combination.  Hence,  additional  railway  lines,  under 
the  control  of  private  corporations,  will  afford  no  substantial  relief,  be- 
cause self-interest  will  inevitably  lead  them  into  combination  with  exist- 
ing lines. 

.  Ninth.  The  only  means  of  securing  and  maintaining  reliable  and  effect- 
ive competition  between  railways  is  through  national  or  State  owner- 
ship, or  control,  of  one  or  more  lines,  which,  being  unable  to  enter  into 
combinations,  will  serve  as  regulators  of  other  lines. 

Tenth.  One  or  more  double-track  freight-railways,  honestly  and 
thoroughly  constructed,  owned  or  controlled  by  the  government,  and 
operated  at  a  low  rate  of  speed,  would  doubtless  be  able  to  carry  at 
much  less  cost  than  can  be  done  under  the  present  system  of  operating 
fast  and  slow  trains  on  the  same  road;  and,  being  incapable  of  entering 
into  combinations,  would  no  doubt  serve  as  a  very  valuable  regulator  of 
all  existing  railroads  within  the  range  of  their  influence. 

Eleventh.  The  uniform  testimony  deduced  from  practical  results  in 


TRANSPORTATION  TO  THE  SEABOARD.  243 

this  country,  and  throughout  the  commercial  world  is,  that  water- 
routes,  when  properly  located,  not  only  afford  the  cheapest  and  best 
known  means  of  transport  for  all  heavy,  bulky,  and  cheap  commodities, 
but  that  they  are  also  the  natural  competitors  and  most  effective  regu- 
lators of  rail  way -transportation. 

Twelfth.  The  above  facts  and  conclusions,  together  with  the  remark- 
able physical  adaptation  of  our  country  for  cheap  and  ample  water 
communications,  point  unerringly  to  the  improvement  of  our  great  nat- 
ural water-ways,  and  their  connection  by  canals,  or  by  short  freight-rail- 
way portages  under  control  of  the  government,  as  the  obvious  and  cer- 
tain solution  of  the  problem  of  cheap  transportation. 

Thirteenth.  After  a  most  careful  consideration  of  the  merits  of  various 
proposed  improvements,  taking  into  account  the  cost,  practicability,  and 
probable  advantages  of  each,  the  committee  have  come  to  the  unani- 
mous conclusion  that  the  following  are  the  most  feasible  and  advanta- 
geous channels  of  commerce  to  be  created  or  improved  by  the  national 
government  in  case  Congress  shall  act  upon  this  subject,  viz: 

1st.  The  Mississippi  Eiver. 

2d.  A  continuous  water-line  of  adequate  capacity  from  the  Mississippi 
Eiver  to  the  city  of  New  York,  via  the  northern  lakes. 

3d.  A  route  adequate  to  the  wants  of  commerce,  through  the  central 
tier  of  States,  from  the  Mississippi  Eiver,  via  the  Ohio  and  Kanawha 
Eivers,  to  a  point  in  West  Virginia,  and  thence  by  canal  and  slack 
water,  or  by  a  freight-railway,  to  tide-water,  in  Virginia. 

4th.  A  route  from  the  Mississippi  Eiver,  via  the  Ohio  and  Tennessee 
Eivers,  to  a  point  in  Alabama  or  Tennessee,  and  thence  by  canal  and 
slack  water,  or  by  a  freight-railway,  to  the  ocean. 

In  the  discussion  of  these  four  existing  and  proposed  channels  of  com- 
merce, we  shall,  for  the  sake  of  brevity,  designate  them  respectively,  the 
"Mississippi  route,"  "Northern  route,"  "Central  route,"  and  "Southern 
route." 

THE   MISSISSIPPI  ROUTE. 

The  improvements  necessary  on  the  Mississippi  route  are :  1.  The 
opening  of  the  mouth  of  the  river,  so  as  to  permit  the  free  passage  of 
vessels  drawing  28  feet — estimated  cost,  $10,000,000.  2.  The  construc- 
tion of  reservoirs  at  the  sources  of  the  river  (if  upon  a  careful  survey 
they  shall  be  deemed  practicable) — estimated  cost,  $114,000.  3.  Im- 
provements upon  a  system  to  be  provided  by  the  War  Department,  at 
all  intermediate  points,  so  as  to  give  from  3  to  5  feet  navigation  above 
the  Falls  of  Saint  Anthony ;  from  4 J  to  6  feet  from  that  point  to  Saint 
Louis;  and  from  8  to  10  feet  from  Saint  Louis  to  New  Orleans,  at  the 
lowest  stages  of  water — estimated  cost,  $5,000,000. 

The  total  cost  of  the  Mississippi  improvements  may,  we  think,  be 
safely  estimated  at  $16,000,000. 


244  TRANSPORTATION  TO  THE  SEABOARD. 

THE  NORTHERN  ROUTE. 

The  improvements  suggested  on  this  route  are : 

1st.  The  Fox  and  Wisconsin  Rivers  improvement,  by  which  5  feet  of 
navigation  will  be  secured,  during  the  entire  season,  from  the  Missis- 
sippi River  to  Green  Bay,  thereby  affording  the  shortest  and  cheapest 
connection  between  the  centers  of  wheat  production  and  the  eastern 
markets,  and  a  continuous  water-channel  from  all  points  on  the  Missis- 
sippi River  and  its  tributaries  to  the  Atlantic  Ocean.  Estimated  cost, 
$3,000,000. 

2d.  The  construction  of  the  Hennepin  Canal  (65  miles  long)  from  a 
point  on  the  Mississippi  River,  near  Rock  Island,  to  the  Illinois  River 
at  Hennepin,  thereby  affording  the  shortest  and  cheapest  route  from 
the  largest  areas  of  greatest  corn  production  to  the  East,  and  a  connec- 
tion by  water  between  the  river  system  of  the  West,  the  northern  lakes, 
.and  the  Atlantic  Ocean.     Estimated  cost,  $1,000,000. 

3d.  The  enlargement  and  improvement,  with  the  concurrence  of  the 
State  of  New  York,  of  one  or  more  of  the  three  water-routes  from  the 
lakes  to  New  York  City,  namely :  The  Erie  Canal  from  Buffalo  to  Albany . 
the  Oneida  Lake  Canal  from  Oswego  to  Albany ;  or  the  Champlain 
Canal  from  Lake  Champlain  to  deep  water  on  the  Hudson  River,  in- 
cluding such  connection  as  may  be  effected  between  Lake  Champlain 
and  the  Saint  Lawrence  River  with  the  co-operation  of  the  British  Prov- 
inces.    Estimated  cost,  $12,000,000. 

Total  cost  of  northern  route  from  the  Mississippi  River  to  New  York 
City,  $19,000,000. 

The  enlargement  of  the  Welland  Canal,  now  in  progress,  with  the 
construction  of  the  Caughnawaga  Canal,  and  the  proposed  enlargement 
of  the  Champlain  Canal,  will  enable  vessels  of  1,000  tons  to  pass  from 
western  lake  ports  to  ports  in  Vermont  and  to  New  York  City.  The 
Erie  Canal,  enlarged  as  proposed,  will  pass  vessels  of  about  700  tons. 

THE   CENTRAL   ROUTE. 

The  plan  of  improvement  for  this  route  contemplates — 

1st,  The  radical  improvement  of  the  Ohio  River  from  Cairo  to  Pitts- 
burgh, so  as  to  give  six  to  seven  feet  of  navigation  at  low  water.  Esti- 
mated cost,  $22,000,000. 

2d.  The  improvement  of  the  Kanawha  River  from  its  mouth  to  Great 
Falls,  so  as  to  give  six  feet  of  navigation  at  all  seasons.  Estimated  cost, 
including  reservoirs,  $3,000,000. 

3d.  A  connection  by  canal  or  by  freight-railway  from  the  Ohio  River 
or  Kanawha  River  near  Charleston,  by  the  shortest  and  most  practica- 
ble route,  through  West  Virginia,  to  tide- water  in  Virginia  ;  the  question 
as  between  the  canal  and  freight-railway  to  be  decided  after  the  comple- 
tion of  careful  surveys  and  estimates.    If  by  canal  and  slack  water,  the 


TRANSPORTATION  TO  THE  SEABOARD.  245 

estimated  cost  is  $55,000,000  ;  if  by  a  freight  -railway,  the  cost  would 
probably  not  exceed  $25,000,000. 

The  total  expenditure  necessary  for  the  improvement  of  the  Ohio  and 
Kanawha  Rivers  is  estimated  at  $25,000,000.  The  amount  necessary  to 
complete  the  connection  with  tidewater  depends  upon  the  nature  of 
the  improvement,  as  above  stated. 

THE   SOUTHERN   ROUTE. 

The  plan  suggested  by  the  committee  for  the  southern  route  contem- 
plates :  1.  The  improvement  of  the  Tennessee  River  from  its  mouth  to 
Knoxville,  so  as  to  give  3  feet  of  navigation  at  lowest  stages  of  water. 
Estimated  cost,  $5,000,000.  2.  A  communication  by  canal,  or  freight- 
railway,  from  some  convenient  point  on  the  Tennessee  River  in  Alabama 
or  Tennessee,  by  the  shortest  and  most  practicable  route  to  the  Atlantic 
Ocean.  The  railway,  if  constructed,  will  be  about  430  miles  long ;  the 
question  as  between  the  canal  and  railway  to  be  decided  after  a  careful 
survey  and  estimate  of  both  shall  have  been  completed.  If  by  canal, 
the  cost  will  be  about  835,000,000.  If  by  railway,  probably  about 
$30,000,000.  Large  portions  of  all  of  the  above  routes  have  been 
surveyed,  and  careful  estimates  prepared  by  the  War  Department. 
It  is  recommended  that  appropriations  be  made  at  the  present  session 
of  Congress  for  completing  the  surveys  of  the  entire  system  of  improve- 
ments proposed,  in  order  to  determine  accurately  the  cost  of  each  route 
and  to  enable  the  government  to  enter  at  once  upon  the  work,  if  the 
same  shall  be  deemed  practicable  and  expedient,  after  such  surveys 
shall  have  been  completed. 

In  presenting  this  general  plan  of  improvements,  the  committee  wish 
to  be  distinctly  understood  that  the  ordinary  annual  appropriations  for 
other  important  works  in  aid  of  commerce  should  not  be  omitted. 

The  cost  of  the  entire  improvement  will  depend  upon  the  decision  to 
be  hereafter  made  between  the  canals  and  the  freight-railway  portages, 
on  the  central  and  southern  routes.  If  the  canals  be  constructed  the 
total  cost  will  be  about  $155,000,000.  If  the  railways  be  chosen  the 
total  cost  will  be  about  $120,000,000. 

An  actual  expenditure  of  $20,000,000  to  $25,000,000  per  annum 
will  be  required  for  live  years  (in  addition  to  the  loan  of  government 
credit  as  above  stated),  when  the  whole  work  can  be  completed.  The 
resulting  benefits  will,  for  ail  time,  annually  repay  more  than  double 
the  entire  cost. 

In  view  of  the  fact  that  private  companies  invariably  combine  with 
each  other  against  the  public,  it  is  recommended  that  no  aid  be  given 
to  any  route  to  be  owned  or  controlled  by  private  corporations,  but  that 
the  four  great  channels  of  commerce  suggested  shall  be  improved, 
created,  and  owned  by  the  government,  and  stand  as  permanent  and 


246  TRANSPORTATION    TO    THE    SEABOARD 

effective  competitors  with  each  other,  and  with  all  the  railways  which 
may  be  within  the  range  of  their  influence. 

The  committee  believe  that  the  water-routes  suggested  should  consti- 
tute free  highways  of  commerce,  subject  only  to  such  tolls  as  may  be 
necessary  for  maintenance  and  repairs.  If,  however,  Congress  shall 
deem  it  expedient  to  require  them  to  provide  interest  on  the  cost  of  con- 
struction, and  the  means  for  ultimate  redemption  of  the  principal,  the 
whole  improvements  will  involve  only  a  loan  of  government  credit. 

NATIONAL   CHARACTER    OF   THE   PROPOSED   IMPROVEMENTS. 

By  reference  to  the  map  of  the  United  States  it  will  be  seen  that  the 
completion  of  the  system  of  improvements  proposed  will  provide  four 
great  competing  commercial  lines  from  the  center  of  the  continent  to 
the  Atlantic  seaboard  and  the  Gulf  of  Mexico.  It  will  also  be  observed, 
by  reference  to  the  crop-maps  republished  with  this  report,  that  these 
routes  lead  directly  from,  or  through,  the  greatest  areas  of  produc- 
tion, to  those  sections  which  constitute  the  greatest  areas  of  consump- 
tion, thus  dividing  their  benefits  equitably  between  producers  and  con- 
sumers, and  contributing  to  the  development  and  prosperity  of  the  whole 
country.  The  Great  Architect  of  the  continent  seems  to  have  located 
its  rivers  and  lakes  with  express  reference  to  the  commercial  necessities 
of  the  industrious  millions  who  now  and  shall  hereafter  occupy  it.  The 
plan  of  improvements  suggested  by  the  committee  merely  follows  the 
lines  so  clearly  indicated  by  His  hand. 

The  proposed  improvements  are  so  located  as  to  distribute  their 
benefits  with  great  equality  among  all  the  States  east  of  the  Rocky 
Mountains.  Twenty-one  of  those  States  are  situated  directly  on  one  or 
more  of  said  routes;  two  States — Kansas  and  Nebraska — are  so  situated 
as  to  enjoy  the  full  benefits  of  reduced  cost  of  transportation  from  the 
Mississippi  River  by  all  of  the  proposed  lines.  Eleven  States,  viz, 
Maine,  New  Hampshire,  Massachusetts,  Connecticut,  Rhode  Island, 
Delaware,  Maryland,  New  Jersey,  North  Carolina,  Florida,  and  Texas, 
nearly  all  of  which  consume  largely  the  food  of  the  West,  and  most  of 
which  are  to  a  great  extent  dependent  upon  the  West  for  a  market  for 
their  manufactures  and  other  products,  are  directly  connected  by  the 
waters  of  the  ocean  with  their  several  termini.  The  proposed  improve- 
ments will,  therefore,  connect  by  the  cheapest  known  means  of  trans- 
port every  one  of  the  thirty-four  States,  east  of  the  Rocky  Mountains, 
-with  all  the  others,  and  but  one  State  in  the  Union  will  be  without 
water  connection  witli  the  whole  world.  The  accomplishment  of  so  great 
a  result,  by  an  expenditure  of  money  comparatively  so  small,  illustrates 
the  wTonderful  provisions  of  nature  for  cheap  commercial  facilities  on 
this  continent. 

These  four  great  channels  of  commerce  under  public  control,  and 
hence  unable  to  combine  with  each  other  or  with  existing  lines  of  trans- 
port, will,  by  the  power  of  competition,  hold  in  check  all  the  railways  radi- 
ating from  the  interior  to  the  seaboard,  and,  by  affording  cheap  and  ample 


TRANSPORTATION    TO    THE    SEABOARD.  247 

means  of  communication,  will  solve  the  problem  of  cheap  transportation. 
If  local  railways  discriminate  against  them,  it  will  be  in  the  power  of 
the  States  whose  boundaries  they  touch  to  prescribe  regulations  for  the 
correction  of  such  discriminations.  A  law  of  Congress  prohibiting  dis- 
criminations against  river  or  lake  ports,  will  enable  the  other  States  not 
directly  upon  any  of  said  lines  to  reach  them  at  reasonable  rates.  The 
committee  submit  that  no  scheme  of  public  improvement  could  be  more 
eminently  national  in  its  character,  nor  diffuse  its  benefits  more  gen- 
erally and  equitably,  than  the  one  proposed,  and  they  believe  that  the 
entire  system  of  improvements  indicated  should  be  considered  and 
acted  upon  as  a  whole. 

Let  us  now  consider  more  specifically  the  benefits  and  advantages  to  be 
anticipated  from  each  route  and  from  the  entire  system,  when  completed. 

1. — Benefits  anticipated  from  the  northern  route. 

From  all  points  on  the  Mississippi  River  between  Minneapolis,  Minn., 

and  Quincy,  111.,  the  average  railway  rate  to  lake  ports  in  ISTl*  was  17  cents 
per  bushel  of  60  pounds.  From  Chicago  to  New  York,  by  rail,  the  aver- 
age charge  during  that  year  was  :>.'U  cents  per  bushel,  and  the  average 
rate  by  water  was  26^  cents  per  bushel,  making  the  all-rail  charges 
through  from  the  Mississippi  to  New  York  50£cents,  and  the  rail  and  water 
charges,  exclusive  of  terminals.  4i;,  cents  per  bushel.  In  the  section  of 
this  report  devoted  to  the  Fox  and  Wisconsin  Ri  vers  Improvement,  and  the 
Hennepin  Canal,  we  have  shown  that  an  average  saving  can  be  effected 
through  their  agency  of  at  least  L0  cents  per  bushel  on  all  the  cereals 
transported  from  points  west  of  the  Mississippi  River  and  north  of  the 
southern  line  of  Iowa.  It  is  believed  by  those  who  have  studied  the 
subject,  that  the  enlargement  of  the  Xew  York  canals  so  as  to  pass  boats 
of  600  to  1,000  tons,  will  reduce  the  cost  of  transportation  on  that  part 
of  the  line  50  per  cent.  The  establishment  of  reciprocal  trade  relations 
with  the  Dominion  of  Canada,  which  shall  induce  the  construction  of 
the  Caughnawaga  Canal  (if  such  an  arrangement  can  be  made),  and 
which  will  encourage  Canadian  shipmasters  to  compete  for  the  carrying 
trade  on  the  lakes,  will  also  materially  cheapen  the  cost  of  transport  tO' 
Xew  England.  The  evidence  taken  by  your  committee  fully  justifies 
the  opinion  that  by  the  enlargement  of  the  Xew  York  canals,  the  con- 
struction of  the  Caughnawaga  Canal,  and  the  use  of  the  enlarged  Ca- 
nadian canals,  the  cost  of  transport  from  Chicago  to  Burlington,  Yt., 
and  to  New  York  City  will  not  exceed  from  12  to  15  cents  per  bushel, 
making  the  entire  cost  from  the  Mississippi  Biver  to  Burlington,  Yt., 
or  to  Xew  York,  not  more  than  22  cents  per  bushel,  against  the  present 
cost  of  43^  cents  by  water,  and  50J  cents  by  rail.  We  may,  therefore, 
reasonably  estimate  that  by  the  proposed  improvements  upon  this  route 
a  saving  can  be  effected  of  20  ceuts  per  bushel,  or  $6.70  per  ton  on  all 
the  east  tonnage  moved  between  that  river  and  the  East. 


248  TRANSPORTATION    TO    THE    SEABOARD. 

BENEFITS   ANTICIPATED  FROM   THE   CENTRAL  ROUTE. 

Assuming  a  charge  of  4  mills  per  ton  per  mile  on  the  Mississippi 
River,  and  on  the  improved  Ohio  and  Kanawha  Rivers,*  a  charge  of  8 
mills  per  ton  per  mile  on  the  James  River  and  Kanawha  Canal,  and  G 
mills  per  ton  per  mile  on  the  slack-water  improvement,  the  following 
statement  will  represent  the  cost  of  transport  from  Cairo,  111.,  to  Rich- 
mond, Va.j  by  the  central  water  line: 

Cairo  to  Great  Falls  of  the  Kanawha,  790  miles,  4  mills  per  ton 

per  mile $3  16 

From  Great  Falls  to  Richmond  the  distance  (equating  each  lock 
at  one-half  mile  of  canal)  is  509  miles,  of  which  348  is  canal 
(equated)  and  101  is  slack  water. 

348  miles  canal,  at  8  mills  per  ton  per  mile 2  78 

101  miles  of  slack-water,  at  0  mills  per  ton  per  mile 90 

Total  per  ton  for  eutire  distance t  <»  90 

Equal  to  20.4  cents  per  bushel  of  00  pounds. 

If  the  freight-railway  from  the  Kanawha  to  tide- water  be  adopted,  in- 
stead of  the  canal  and  slack -water  improvement,  the  cost  of  transport  from 
the  Ohio  River  to  the  ocean  will,  it  is  believed,  be  substantially  the  same 
as  above  stated. 

The  central  route  would  be  closed  by  ice  only  about  30  days  each  year, 
and  hence  it  would  be  an  active  competitor  with  all  the  railways  from 
the  Mississippi  River  to  the  Atlantic,  at  times  when  competition  is  now 
suspended  by  reason  of  frost  on  the  northern  water-route.  The  effect 
of  such  a  regulator  of  railway  charges  would  be  to  greatly  reduce  the 
present  winter  rates,  and,  by  the  constant  competition  it  would  main- 
tain, to  compel  uniformly  low  charges  on  all  rail  and  water  lines  from 
the  interior  to  the  eastern  and  southern  seaboard.  Its  advantages 
would  be  greatest,  however,  to  the  central  tier  of  States.  Four  of  the 
largest  interior  cities  of  the  continent — Saint  Louis,  Cincinnati,  Louis- 
ville, and  Pittsburgh — are  situated  directly  upon  it.  The  trade  of  these 
cities,  together  with  the  other  towns  and  cities  on  the  Ohio  River,  is  now 
far  in  excess  of  our  entire  foreign  commerce.  A  vast  area  of  the  richest 
agricultural  and  mineral  country  in  the  world  is  directly  tributary  to  it, 
and  only  awaits  reasonable  facilities  for  transportation  to  develop  a  com 
merce  the  magnitude  of  which  it  is  difficult  now  to  conceive. 

*The  evidence  taken  by  the  committee,  ami  already  stated  in  this  report,  sliows 
that  average  charges  by  the  Ohio  and  Mississippi  Rivers  is  now  only  from  3A  to  4^  mills 
per  ton  per  mile,  and  in  many  cases  only  2  mills. 

tit  is  due  to  this  route  to  say  that  the  above  estimates  of  cost  are  fully  50  per  cent. 
higher  than  those  relied  upon  by  its  advocates.  The  committee  have  adopted  them 
from  superabundant  cautiou,  preferring  to  understate  the  benefits  to  be  anticipated 
from  all  the  routes,  rather  thau  to  exaggerate  them.  The  successful  application,  of 
steam  as  a  motor  on  canals  will  doubtless  reduce  the  cost  of  transport  by  this  line  very 
much  below  the  figures  named. 


TRANSPORTATION    TO    THE     SEABOARD.  249 

BENEFITS  ANTICIPATED   FROM   THE    SOUTHERN  ROUTE. 

Assuming  the  same  rate  of  charges  as  in  the  estimate  just  made  for 
the  central  route,  viz,  4  mills  per  ton  per  mile  on  open  river,  G  mills  per 
ton  per  mile  on  slack-water  navigation,  and  8  mills  per  ton  per  mile  by 
canal,  the  following  will  represent  the  cost  of  transport  by  this  route 
from  Cairo  to  the  ocean : 

Open  river,  980  miles,  4  mills  per  ton $3  92 

Slack- water,  70  miles,  6  mills  per  ton 42 

Canal,  325  miles,  8  mills  per  ton 2  00 

Total  per  ton  for  entire  distance -  -  *G  94 

Equal  to  20.8  cents  per  bushel  of  60  pounds. 

It  is  believed  that  a  freight-railway  from  the  vicinity  of  Guntersville, 
Ala.,  or  Chattanooga,  Tenn.,  would  enable  this  route  to  accomplish  very 
nearly  the  same  results.  This  route  will  never  be  obstructed  by  ice, 
and  hence  will  afford  unfailing  competition  throughout  the  year.  Its 
greatest  advantages,  however,  will  be  found,  not  so  much  in  furnishing 
a  highway  of  commerce  to  the  seaboard,  as  in  opening  up  a  valuable 
connection  between  the  grain-growing  States  of  the  West  and  the  cot- 
ton plantations  of  the  South,  whereby  each  section  will  have  the  full 
benefit  of  those  crops  for  which  its  soil  and  climate  are  best  adapted. 
It  will  connect  with  various  southern  rivers,  penetrating  a  very  large 
portion  of  the  cotton  districts  of  the  South.  It  is  believed  that  event- 
ually inland  navigation  will  be  obtained  at  small  expense  along  the  coast 
of  South  Carolina,  Georgia,  and  Florida,  connecting  with  the  rivers  in 
those  States  which  flow  into  the  ocean.  By  this  route  the  center  of  the 
cotton-producing  region  can  be  reached  from  the  center  of  the  corn  area 
at  a  cost  not  exceeding  15  to  18  cents  per  bushel;  and  hence,  in  addition 
to  the  creation  of  a  new  competing  avenue  to  the  sea,  the  home  market 
for  food  that  will  be  developed,  and  the  increased  production  of  cotton 
that  will  be  induced,  will  much  more  than  compensate  for  the  entire 
cost. 

BENEFITS  ANTICIPATED   FROM   THE    MISSISSIPPI    ROUTE. 

The  evidence  submitted  with  this  report  justifies  the  conclusion,  that 
upon  the  completion  of  the  entire  improvement  of  the  Mississippi  Kiver, 
wheat  and  corn  can  be  transported  from  Minnesota,  Iowa,  Wisconsin, 
Illinois,  Indiana,  Missouri,  and  other  States  above  Cairo,  to  New  Orleans 
for  an  average  of  12  cents  per  bushel,  and  that  the  cost  from  Saint  Paul 
will  not  exceed  17  cents.  The  average  rate  from  New  Orleans  to  Liver- 
pool in  1872  was  about  27  cents  (currency),  which  can  be  reduced,  as 
hereinbefore  shown,  to  18  or  20  cents  by  the  improvement  at  the  mouth 
of  the  river.     Estimating  the  cost  from  Saint  Paul  to  New  Orleans  at 

*The  same  remark  should  be  made  with  reference  to  this  route  just  made  with  re- 
gard to  the  "central,"  viz,  that  the  estimates  of  the  committee  are  much  higher  than 
those  of  its  special  advocates. 


Z60  TRANSPORTATION    TO    THE    SEABOARD. 

17  cents,  the  two  transfers  at  Saint  Louis  and  New  Orleans  at  1  cent 
each,  and  the  charge  from  Xew  Orleans  to  Liverpool  at  20  cents,  the 
total  from  Saint  Paul  to  Liverpool  will  be  39  cents  per  bushel.  The 
charge  in  1872  from  Saint  Paid  to  Liverpool,  including  transfers  and 
terminals  at  Chicago,  Buffalo,  and  New  York,  by  the  cheapest  route, 
averaged  G7.5  cents  per  bushel.  The  saving  to  be  effected  by  the  im- 
provements of  this  route  may  therefore  be  estimated  at  28  cents  per 
bushel  from  Saint  Paul  to  Liverpool,  with  a  proportionate  reduction 
from  all  other  points  on  the  river. 

In  view  of  the  benefits  and  advantages  to  be  derived  from  each  of  the 
four  proposed  routes,  aud  from  their  combined  influence  when  in  constant 
competition  with  each  other,  and  with  the  railroad-system  of  the  country, 
it  is,  in  the  judgment  of  your  committee,  entirely  safe  to  say  that  the 
completion  of  the  system  of  improvements  suggested  will  effect  a  per- 
manent reduction  of  50  per  cent,  in  the  cost  of  transporting  fourth-class 
freights  from  the  valley  of  the  Mississippi  to  the  seaboard,  and  that  the 
cost  of  carrying  a  bushel  of  wheat  or  corn  to  the  markets  of  the  East, 
and  of  the  world,  will  be  reduced  at  least  20  to  25  cents  per  bushel  below 
the  present  railway-charges,  antl  that  a  similar  reduction  will  be  effected 
on  return-freights. 

The  actual  movement  of  grain  to  the  eastern  and  southern  markets  in 
1872,  as  shown  by  the  carefully  prepared  statistics  submitted  with  this 
report,  amounted  to  about  213,000,000  bushels.  An  average  saving  of 
20  cents  per  bushel  on  the  surplus  moved  that  year  would  have  amounted 
to  over  812,000,000,  or  more  than  two-thirds  of  the  entire  expenditure 
necessary  to  complete  the  proposed  routes,  iu  addition  to  the  loan  of 
government  credit  as  before  stated.  But  for  the  fact  that  large  quan- 
tities of  corn  were  unable  to  find  a  market,  on  account  of  the  high 
transportation-charges,  the  amount  moved  would  have  been  very  much 
greater.  Hence,  in  addition  to  the  saving  in  transportation  above 
named,  a  benefit  perhaps  equally  great  would  have  been  conferred  upon 
the  producer  in  affording  him  a  market  for  his  surplus  products. 

To  this  must  be  added  the  enhanced  value  which  such  reduction 
would  give  to  the  improved  lands  of  the  West,  amounting,  in  the  eight 
Northwestern  States  of  Indiana,  Illinois,  Iowa,  Minnesota,  Wisconsin, 
Missouri,  Kansas,  and  Nebraska,  in  1870,  to  5.5,811,000  acres.  Estima- 
ting the  productive  capacity  of  these  lauds  at  an  average  of  only  twenty 
bushels  per  acre  ( the  average  of  corn,  oats,  &c,  being,  in  fact,  very 
much  greater),  an  addition  of  only  10  cents  per  bushel  (one-half  the 
estimated  saving)  to  the  value  of  the  cereals  those  States  are  capable 
of  producing,  would  give  a  net  profit  of  $2  per  acre,  which  is  the 
equivalent  of  ten  per  cent,  interest  on  a  capital  of  $20,  aud  hence 
equal  to  an  increase  in  the  value  of  lands  to  that  extent.  Twenty  dol- 
lars per  acre,  added  to  the  value  of  improved  lauds  in  those  States, 
would  exceed   an   aggregate  of   $1,100,000,000.    This  calculation  as- 


TRANSPORTATION  TO  THE  SEABOARD. 


25  L 


sumes  that  one-half  of  the  reduction  will  inure  to  the  benefit  of  the  con- 
sumer and  the  other  half  to  the  producer. 

Add  to  all  this  the  increased  value  of  farms  in  other  States,  the 
increased  value  of  unimproved  lands,  the  enhanced  value  of  cotton 
plantations,  the  benefits  to  accrue  from  reduced  cost  of  movement  of 
the  products  of  the  mine,  the  foundry,  the  factory,  the  workshop,  and 
of  the  thousands  of  other  commodities  demanding'  cheaper  transporta- 
tion, and  some  conception  maybe  formed  of  the  vast  additions  to  be 
made  to  our  national  wealth  and  prosperity  by  the  system  of  improve- 
ments under  consideration.  In  comparison  with  the  great  benefits 
reasonably  to  be  anticipated,  their  cost  is  utterly  insignificant. 

The  probable  effect  of  such  reduction  in  the  cost  of  internal  transpor- 
tation upon  our  exports  and  foreign  balances  of  trade  is  also  worthy  of 
the  most  careful  consideration.  America  and  Russia  are  the  great  food- 
producing  nations  of  the  world,  (heat  Britain  is  the  principal  market. 
For  many  years  America  and  Russia  have  been  active  competitors  for 
the  supply  of  that  market.  Until  recently  the  farmers  of  the  West  have 
had  the  advantage  of  the  wheat-producers  on  the  Don  and  the  Volga, 
but  a  few  years  ago  Russia  inaugurated  a  system  of  internal  improve- 
ments by  which  the  cost  of  transporting  her  products  from  the  interior 
to  the  seaboard  is  greatly  reduced.  The  result  is  shown  by  the  impor- 
tations of  wheat  into  the  United  Kingdom  during  two  periods  of  five 
years  each. 


Imports  of  wheat  from  Russia  and  America   into  I'm    United  Kingdom  from  ldiiO  io  1-^14, 
compared  with  the  imports  from  1868  to  1872. 


I860  to  1864,  inclusive. 

1868  to  1872,  inclusive. 

From— 

Wheat. 

From— 

Wheat. 

Bushels. 
47,  376,  809 
127,047,  126 

Bushels. 
117,  967,  022 

United  States 

116,  462,  380 

An  increase  during  the  latter  period  as  compared  with  the  former  of 
of  70,590,213  bushels  from  Russia,  and  a  decrease  of  10,584,740  from  the 
United  States. 

The  cheaper  mode  of  handling  grain  by  elevators  has  not  yet  been 
adopted  by  Russia,  but  doubtless  will  be  very  soon.  When  this  shall 
be  done,  and  her  wise  system  of  internal  improvements,  which  have 
already  turned  the  wavering  balances  in  her  favor,  shall  be  completed, 
she  will  be  able  to  drive  us  from  the  markets  of  the  world,  unless  wiser 
counsels  shall  guide  our  statesmanship  than  have  hitherto  prevailed. 
In  fact,  as  the  increased  size  of  ocean  vessels  is  constantly  decreasing 
the  cost  of  ocean  transport,  and  our  wheat-fields  are  yearly  receding 
farther  westward  from  the  lakes,  it  is  not  impossible  that  when  she 


252 


TRANSPORTATION    TO    THE    SEABOARD. 


shall  have  driven  us  from  the  markets  of  Europe,  she  will  become  our 
active  competitor  iu  Boston  and  Portland,  if  cheaper  means  of  internal 
transport  be  not  provided. 

A  condition  of  things  equally  unsatisfactory  exists  with  regard  to  our 
chief  article  of  export,  cotton.  High  transportation-charges  from  the 
grain -fields  of  the  Northwest  to  the  cotton-fields  of  the  South  have  com- 
pelled  the  planter  to  devote  his  cotton-lands  to  the  production  of  wheat 
and  corn,  for  which  they  are  by  nature  uusuited,  thereby  reducing  the 
product  of  cotton  and  diminishing  the  market  for  grain.  The  effect 
upon  our  cotton  exportations  is  shown  by  the  following  statement: 

Beceipts  of  cotton  in  Great  Britain  in  1860  compared  with  1872. 


1860. 

1872. 

From— 

Cotton. 

From — 

Cotton. 

Pounds. 

1,115,890,608 

275,048,144 

United  States 

.Pounds. 
625,  600,  080 
783,  237,  392 

Our  cotton  exports  have  fallen  off  nearly  50  per  cent.,  while  other 
countries  have  gained  nearly  300  per  cent.  This  is  doubtless  largely 
due  to  the  war,  which  stimulated  the  production  of  cotton  in  India;  but 
it  is  also  attributable  to  a  great  extent  to  the  causes  above  mentioned, 
and  to  the  system  of  internal  improvements  inaugurated  by  Great  Brit- 
ain in  India,  for  the  express  purpose  of  rendering  herself  independent 
of  us  for  the  supply  of  cotton.  Every  cent  unnecessarily  added  to  the 
cost  of  transportation  is  to  that  extent  a  protection  to  the  cotton-plant- 
ers of  India  and  the  food -producers  of  Russia,  against  the  farmers  of 
the  West  and  the  cotton-planters  of  the  South. 

The  cry  of  despair  which  comes  from  the  overburdened  West,  the  de- 
mand for  cheaper  food  heard  from  the  laboring  classes  at  the  East  and 
from  the  plantations  of  the  South,  and  the  rapid  falling  off  of  our  prin- 
cipal articles  of  export,  all  indicate  the  imperative  necessity  for  cheaper 
means  of  internal  communication.  If  we  would  assure  our  imperiled 
position  in  the  markets  of  the  world,  reinstate  our  credit  abroad,  restore 
confidence  and  prosperity  at  home,  and  provide  for  a  return  to  specie 
payment,  let  us  develop  our  unequaled  resources  and  stimulate  our  in- 
dustries by  a  judicious  system  of  internal  improvements. 

A  reference  to  the  expenditures  of  our  government*  since  the  adop- 
tion of  the  Constitution  will  show  that  in  some  matters  we  have  been 
sufficiently  liberal,  but  in  appropriations  for  the  benefit  of  commerce 
and  for  the  development  of  our  vast  resources,  most  parsimonious.  For 
public  buildings,  including  those  in  the  District  of  Columbia,  and  cus- 
tom-houses, post-offices,  and  court-houses  in  other  parts  of  the  country, 

*  See  appendix,  pages  184  to  186,  inclusive,  showing  the  expenditures  for  various 
purposes  from  the  adoption  of  the  Constitution  to  June  30,  1873. 


TRANSPORTATION  TO  THE  SEABOARD.  253 

we  have  expended  over  $62,000,000;  while  for  the  improvement  of  the 
20,000  miles  of  western  rivers,  through  which  should  flow  the  life-cur- 
rents of  the  nation,  we  have  appropriated  only  $11,438,300.  For  the 
improvement  of  these  great  avenues  of  trade,  which  were  designed  by 
nature  to  afford  the  cheapest  and  most  ample  commercial  facilities  for 
the  teeming  millions  who  inhabit  the  richest  country  on  the  earth,  we 
have  expended  an  average  of  $133,100  per  annum ;  while  for  public  build- 
ings we  have  appropriated  an  average  of  over  $750,000  a  year.  Is  it  not 
high  time  that  all  expenditures  not  absolutely  necessary  be  suspended, 
and  that  the  imperative  necessities  of  the  country  receive  attention? 

England,  in  order  to  encourage  and  stimulate  the  culture  of  cotton  in 
India  for  the  supply  of  her  factories  at  home,  guaranteed  interest  on  an 
expenditure  for  internal  improvements  in  that  distant  country  amount- 
ing to  over  $-100,000,000.  The  most  advanced  nations  of  ancient  and 
modern  times  have  regarded  their  highways  of  commerce  of  the  first 
importance,  and  inexact  proportion  to  the  excellence  of  those  highways 
have  been  the  development  of  national  resources  and  power,  and  the 
augmentation  of  national  wealth. 

It  may  be  said  that  in  the  present  financial  condition  of  the  country, 
and  with  our  heavy  burden  of  indebtedness,  we  cannot  afford  to  enter 
upon  the  system  of  improvements  indicated.  It  is  true  our  debt  is 
large,  and  our  industrial  enterprises  are  temporarily  deranged,  but  our 
resources  are  immeasurable,  and  need  only  a  liberal  and  wise  states- 
manship to  insure  their  full  development. 

As  we  have  already  stated,  the  public  debt  of  a  nation  is  great  or 
small  according  to  the  proportion  it  bears  to  the  public  wealth  and  to 
the  commercial  prosperity  of  the  people  who  have  it  to  pay.  A  debt 
that  would  have  crushed  the  United  States  in  1800  would  scarcely  be 
felt  to-day.  In  the  exact  proportion  that  our  wealth  increases,  the  bur- 
den of  our  debt  diminishes.  For  instance,  in  1840  the  entire  national 
wealth  was  estimated  at  $3,764,000,000.  At  the  close  of  the  rebellion 
our  national  indebtedness  had  reached  $3,300,000,000.  Hence  to  have 
paid  the  bebt  of  1805  in  the  year  1810  would  have  required  DO  per  cent, 
of  all  the  property  in  the  country.  On  the  1st  of  March,  1874,  our  debt 
was  $2,154,880,066.  Our  national  wealth  is  estimated  at  over  $30,000,- 
000,000.  While,  therefore,  the  debt  of  1865  would  have  consumed 
almost  the  entire  property,  public  and  private,  owned  in  the  United 
States  in  1840,  the  payment  of  our  present  debt  would  require  only  about 
7  per  cent,  of  our  present  wealth.  It  is  therefore  apparent  that  the 
burden  of  the  debt  of  1874  is  less  than  one-twelfth  as  great  on  our 
present  property  as  the  debt  of  1865  would  have  been  in  1810.  If  by 
the  development  of  our  resources  we  can  maintain  the  same  ratio  of 
increase  during  the  next  twenty-five  3Tears  that  we  have  since  1850,  the 
debt  of  the  nation  (if  no  further  payments  be  made)  will  amount  to  only 
about  1  per  cent,  on  the  national  wealth  in  1900.  In  other  words,  with  the 
full  development  of  our  resources,  which  it  is  in  the  power  of  wise  states- 


254  TRANSPORTATION  TO  THE  SEABOARD 

marisliip  to  induce,  the  entire  debt  can  be  paid  in  the  year  1900  by  the 
assessment  of  a  tax  but  little  greater  than  is  now  required  to  meet  the 
current  expenditures  of  the  government.  If  it  be  true,  then,  that  the 
burden  of  a  nation's  debt  diminishes  in  exactly  the  same  ratio  as  its 
wealth  increases,  is  it  not  the  dictate  of  wisdom  and  sound  policy  to  pay 
only  so  much  of  our  debt  as  may  be  necessary  to  keep  our  faith  and 
maintain  our  credit,  and  to  devote  whatever  surplus  revenues  may  re- 
main to  such  improvements  as  are  required  for  the  full  development  of 
our  unecpialed  resources  ? 


I  concur  in  the  main  in  the  foregoing  report,  prepared  by  the  chair- 
man ;  it  contains,  however,  certain  statements  and  assertions  of  law 
and  of  fact,  and  recommendations  relative  to  the  power  of  Congress  and 
its  exercise  from  which  I  dissent. 

KOSCOE  COXKLINO. 

The  undersigned,  members  of  the  committee,  do  not  agree  that  Con- 
gress can  exercise  the  power  "  to  regulate  commerce  among  the  several 
States,"  to  the  extent  asserted  in  this  report. 

T.  M.  NOKWOOD. 

H.  G.  DAVIS. 

JOHN  W.  JOHNSTON. 


The  following  maps  and  charts  not  having  been  completed  at  the 
time  when  this  report  was  submitted  to  the  Senate,  they  will  be  inserted 
in  the  bound  copies : 

1.  Crop-map  in  relation  to  the  production  of  corn. 

2.  Crop-map  in  relation  to  the  production  of  wheat. 

3.  Crop-map  in  relation  to  the  production  of  cotton. 

4.  Map  of  the  United  States,  showing  the  system  of  improvements 
recommended  by  the  committee. 

5.  Statistical  chart  showing  the  average  rate  of  freight  on  grain  from 
Chicago  to  Xew  York  each  month  during  the  years  1808  to  1873,  inclu- 
sive, by  lake  and  canal,  by  lake  and  rail,  and  by  all-rail  lines. 

6.  Statistical  chart  showing  the  quantity  of  wheat  shipped  from  Chi- 
cago by  lake  and  by  rail  each  month  during  the  six  years  from  1868  to 
1873,  inclusive. 

7.  Statistical  chart  showing  the  quantity  of  corn  shipped  from  Chicago 

by  lake  and  by  rail  during  each  month  of  the  six  years  from  18G8  to 

1872,  inclusive. 

255 


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CONTENTS  OF  APPENDIX. 


LETTERS  AND  REPORTS. 

Page. 
Report  of  Hon.  H.  G.  Davis  on  the  James  River  and  Kanawha  Canal,  or  Central  "Water  Line..        1-15 

board  of  engineers  on  the  James  River  and  Kanawha  Canal  project 15-18 

Letter  of  George  H.  Thurston,  of  Pittsburgh,  in  regard  to  the  improvement  of  the  Ohio  River. .      87-90 
Letter  of  J.  J.  "Wistar,  president  Pennsylvania  Canal  Company,  in  regard  to  the  Pennsylvania 

and  the  Delaware  and  Raritan  Canals 90-93 

Letter  of  Joseph  Utley,  president  board  of  canal  commissioners,  Illinois,  in  regard  to  improve- 
ment of  Illinois  River,  &c '. 96 

Letter  of  James  "Worrall,  civil  engineer,  in  regard  to  the  water-routes  through  Pennsylvania. .        96-99 
Proceedings  of  Oswego  Board  of  Trade  and  its  special  committee,  and  report  of  Hon.  William  J. 

McAlpine 100-114 

Letter  of  Breese  J.  Stevens  in  regard  to  the  Wisconsin  and  Fox  Rivers  improvement 114-136 

Letter  of  Hon.  John  Young,  of  Montreal,  in  regard  to  the  Oneida  Lake  and  the  Saint  Lawrence 

routes 136-144 

Potomac  and  Ohio  Railroad,  statement  of  Anson  Bangs,  president 144-149 

Washington  and  Ohio  Railroad,  statement  of  Louis  McKenzie,  president 149-150 

Pullman  Palace-Car  Company,  statement  of  George  M.  Pullman,  president 150-152 

Steam  on  the  Erie  Canal,  report  of  D.  M.  Greene,  engineer 152 

The  Continental  Railway  Company  (double-track  freight  railway),  statement  by  Gen.  William 

C.  Kibbe 153-167 

Statement  in  regard  to  exportation  of  grain,  by  Hon.  Hugh  McLennan  and  of  Thomas  Rimmer, 

of  Montreal,  Canada 169-171 

Letter  of  Hon.  Hugh  McLennan,  of  Montreal,  in  regard  to  the  grain  trade,  the  routes  through 

Canada,  international  relations,  &c 171-173 

Letter  of  Col.  Joseph  D.  Potts,  president  Empire  Transportation  Company,  in  regard  to  the 

economy  of  transport  by  rail 173-175 

Letter  of  Franklin  Edson  in  regard  to  the  economy  of  transport  by  water  and  by  rail 175-177 

Letter  of  Hon.  C.  C.  Andrews  in  regard  to  the  canals  of  Sweden 177-180 

Norway 181-183 

Chesapeake  and  Ohio  Canal,  statement  by  A.  P.  Gorman,  president 195-198 

Letter  of  Hon.  F.  A.  Alberger  in  regard  to  the  Erie  Canal  and  cheapening  transportation  be- 
tween the  West  and  the  seaboard 205-218 

Letter  of  Isaac  Hinckley,  president  Philadelphia,  Wilmington  and  Baltimore  Railroad,  in  regard 

to  railway  competition _   219,  220 

Letter  of  James  MeHenry,  of  London,  giving  information  concerning  English  railways  and 

canals 221 

Letter  from  the  United  States  inspectors  of  steam-vessels  at  Cincinnati  in  regard  to  the  n;  v  Ra- 
tion of  the  Ohio  River 228 

TABLES. 

Freight-charges,  Saint  Louis  to  New  Orleans 19,  20 

New  Orleans  to  Liverpool 20,21 

Chicago  to  New  York 35,  36 

257 


, 


258  CONTENTS  OF  APPENDIX. 

Pago. 

Freight  charges,  Montreal  to  Liverpool 52 

New  York  to  Liverpool 54 

from  various  countries  to  Liverpool 70,  71 

on  English  railways 81 

from  foreign  ports  to  ports  in  Great  Britain 84 

on  Great  "Western  Railway  Company  (England) 84,  85 

on  English  railways 223 

per  ton  per  mile  on  flour  and  grain  from  Pittsburgh  to  Philadelphia  and  New 

York 167 

on  English  canals 226-228 

on  wheat  and  corn  by  lake  from  Chicago  to  New  York 167 

on  the  Erie  Canal 168 

Saint  Paul  to  Saint  Louis 204 

on  the  Connecticut  River  Railroad 220 

Exports  of  corn  from  New  Orleans,  1872 21 

corn,  wheat,  and  flour  from  Montreal  and  New  York 56 

corn,  wheat,  and  flour  from  the  United  States 58,  59 

wheat,  flour,  and  com  of  the  principal  sea-ports  of  the  United  States 39 

grain  from  the  principal  sea-ports  of  the  United  States 61-63 

Exports,  value  of  principal  domestic,  from  the  United  States,  1872 76 

value  of  principal  domestic,  from  the  principal  sea-ports  of  the  United  States 78 

at  New  York  and  Montreal,  1860  to  1872 79 

Receipts  of  grain  at  Saint  Louis 21-26 

Buffalo 39-11 

Oswego 43,  44 

Cincinnati 46,  47 

Kingston 48 

Montreal 49,  50 

Montreal  and  Buffalo 55 

New  York  and  Montreal 57 

and  flour  at  Cape  Vincent  and  other  lake  and  Saint  Lawrence  River  ports, 

1872,  by  the  Rome,  "Watertown  and  Ogdensburg  railroad 188 

and  flour  at  Boston,  delivered  by  the  Boston  and  Albany  Railroad,  1872 189 

and  flour  at  New  York,  delivered  by  the  Erie  Railway,  1872 191 

wheat,  wheat-flou  r.  and  corn  at  Montreal  for  28  years' ]  98 

Monthly  prices  of  grain  at  S  dnt  Louis 21-26 

wheat  at  Winona 26 

Milwaukee 26 

Chicago 36 

Buffalo 38 

Oswego 40 

Montreal 47 

Liverpool  and  New  York 53 

London 64-66 

Liverpool 69 

>corn  at  Chicago 36 

Buffalo 38 

Cswego 42 

Montreal 48 

New  York 53 

oats  at  New  York 54 

com  at  London 04-65 


CONTENTS    OF    APPENDIX.  259 

Page. 

Monthly  prices  of  corn  at  Liverpool 68 

flour  at  London Co,  66 

Average  price  of  wheat  and  corn  imported  into  Great  Britain  from  each  country,  I860  to  1S72  .  73 

Insurance  on  grain,  Montreal  to  Liverpool 52 

Total  value  of  cereals,  provisions,  and  certain  other  articles  imported  into  Great  Britain,  and 

value  of  the  same  imported  from  the  United  States,  1871 60 

Imports  of  breadstuff's  at  Li verpool  for  ten  years 67 

grain  and  flour  into  the  United  Kingdom  for  ten  years 67 

American  wheat  and  corn  at  Liverpool  for  five  years 68 

wheat,  flour,  corn,  and  meal  into  the  United  Kingdom,  and  percentage   imported 

from  the  United  States 72 

wheat  and  corn  into  the  United  Kingdom  from  various  countries,  1860  to  1872 74 

value  of,  at  principal  sea-ports  of  the  United  States 78 

at  New  York  and  Montreal,  1853  to  1873 79 

of  grain  and  flour  by  the  Grand  Trunk  Railway  into  the  United  States,  1672 187 

Tonnage,  foreign,  entered  at  principal  sea-ports  of  the  United  States,  1830  to  1873 77 

entered  at  Quebec,  1853  to  1872 : 79 

at  New  York  and  Montreal,  1860  to  1872 79 

at  Montreal  and  various  sea-ports  of  the  United  States,  1853  to  1873 79 

tiansported  on  the  New  York  canals  and  New  York  Central  and  Erie  Railways,  1853 

to  1872 80 

•of  the  principal  and  other  articles  shipped  east  from  Chicago  on  railroads,  1873 230 

moved  on  the  Erie,  Champlain,  and  Oswego  Canals,  1837  to  1872 232 

Rail  way  fares  on  English  railways 222 

Rates  of  wages  paid  by  English  railway  companies 224 

Date  of  opening  and  closing  of  navigation  of  Straits  of  Mackinac  and  Erie  Canal  for  ten  years.  86 

Comparative  length  of  season  of  navigation  on  Erie,  Wetland,  and  Saint  Lawrence  Canals 86 

Production,  consumption,  and  exports  of  cereals  from  the  United  States,  1840  to  1872 86 

Population,  cereal  products,  and  railroad  mileage  of  the  Northwestern  States 87 

Shipments  of  grain  from  Saint  Louis 21-26 

Milwaukee 27,28 

Chicago 29-34 

Buffalo 37^0 

Oswego 45 

Cincinnati f 46, 47 

Montreal 51 

the  Western  States  to  the  Atlantic  States  by  Grand  Trunk  Railway, 

1872 187 

and  flour  from  Buffalo  and  Suspension  Bridge  into  New  England  by  rail  by 

the  New  York  Central  and  Hudson  River  Railroad,  1872 189 

and  flour,  shipped  from  Buffalo  and  Suspension  Bridge  and  delivered  at  New 

York  by  the  New  York  Central  and  Hudson  River  Railroad,  1872 190 

freight  on  through  bills  of  lading,  from  Chicago  to  Europe,  via  Lake  Shore  and 

Michigan  Southern  Railway,  1873 , 85 

grain  and  flour  from  Buffalo  and  Suspension  Bridge,  and  delivered  at  Albany, 
Schenectady,  and  Troy,  by  the  New  York  Central  and  Hudson  River  Railroad, 

1872 100 

grain  and  flour  east  from  Buffalo  and  Suspension  Bridge,  by  the  New  York  Cen- 
tral and  Hudson  River  Railroad,  total,  1872 191 

grain  and  flour  eastward  on  the  Erie  Railway,  from  Salamanca,  1872 192 

total,  of  grain^and  flour  eastward  on  the  Erie  Railway  from  Buffalo  and  Suspen- 
sion Bridge,  1S72 192 


260  CONTENTS  OF  APPENDIX. 

Pag6. 
Shipments  of  flour  and  grain  to  New  York  and  Philadelphia  by  the  Pennsylvania  Eailroad 

Company,  1872 193 

flour  and  grain  from  Pittsburgh  and  Erie  by  the  Pennsylvania  Eailroad  Company, 

1872 194 

flour  and  grain  to  Baltimore  by  the  Baltimore  and  Ohio  Eailroad,  1872 194 

flour  and  grain  delivered  at  Cairo  by  the  Illinois  Central  Eailroad,  1872, 1873 194 

flour  and  grain  south  from  Nashville,  1873 195 

wheat,  wheat-flour,  and  corn  at  Montreal  for  28  years 198 

wheat  and  corn  from  Saint  Paul  to  Duluth,  1872  and  1873 205 

from  Chicago  by  lakes,  1873 229 

Expenditures  by  the  Government  of  the  United  States  in  aid  of  public  improvements 184-186 

Opening  and  closing  of  navigation  on  Lake  Champlain,  1859  to  1873 199 

Yield  of  wheat,  corn,  rye,  oats,  and  barley  in  the  United  States  in  1872 199,  200 

Area,  population,  improved  land,  and  miles  of  railroad  in  the  "Western  States 200,  201 

Grain  produced  in  the  "Western  States,  1830,  1840,  1850,  1860,  1870 202 

Time  of  opening  and  closing  of  the  Sault  Ste.  Marie  Canal  for  the  last  15  years 203 

Opening  and  closing  navigation  at  Quebec,  1860  to  1873 203 

Tolls  levied  on  English  canals 226 

Difference  between  receipts  and  expenditures  on  Belgian  railways,  1835  to  1867 227 

Eednetion  of  rates  on  Belgian  railways 228 

Dimensions  and  capacity  of  Canadian  canals,  1871 231 

Beduction  of  sterling  money  of  Great  Britain  to  United  States  gold  coin 232 


APPENDIX 


Tlte  subject  of  the  James  River  and  Kanawha  Canal  having  been  especially  referred  to  Hon. 
Henry  G.  Davis,  of  the  committee,  the  following  report  has  been  presented  by  him  and  ac- 
cepted: 

REPORT  BY  HON.  HENRY  G.  DAVIS,  AS  A  COMMITTEE  OF  ONE  IN  REGARD 
TO  THE  JAMES  RIVER  AND  KANAWHA  CANAL,  OR  CENTRAL  WATER- 
LINE. 

This  route  is  a  project  contemplating  the  completion  of  a  continuous  line  of  water 
communication  from  the  waters  of  the  Ohio  River,  at  the  mouth  of  the  Kanawha 
River,  in  the  State  of  West  Virginia,  to  the  waters  of  the  Chesapeake  Bay  and  the 
Atlantic  Ocean,  at  the  mouth  of  the  James  River,  in  the  State  of  Virginia. 

ITS  HISTORY. 

I.  Its  origin. — The  idea  of  a  water  communication  between  the  valley  of  the  Ohio 
River  and  the  valley  of  the  James  River  has  for  its  author  no  less  a  distinguished  per- 
son than  George  Washington  himself,  though  it  is  popularly,  supposed  to  have  orig- 
inated with  General  Spottswood,  when  on  the  20th  of  August,  1716,  he  set  out  from 
Williamsburg  on  his  expedition  over  the  Bine  Ridge.  Upon  the  conclusion  of  the 
Revolutionary  War,  General  Washington  was  so  impressed  with  the  importance  of  a 
water-line  across  the  Alleghanies  that  during  the  year  1784  he  made  a  personal  ex- 
ploration of  the  country,  traveling  for  that  purpose  many  hundreds  of  miles.  The 
result  of  his  observations  was  communicated  to  Benjamin  Harrison,  the  then  governor 
of  Arirginia,  who  communicated  the  subject  to  the  legislature  in  a  special  message, 
dated  October  18,  1784.  It  was  largely  owing  to  the  influence  and  instrumentality  of 
General  Washington  that  the  legislature  of  Virginia,  on  the  5th  of  January,  1785, 
passed  "An  act  for  clearing  and  improving  the  navigation  of  the  James  River."  By 
this  act  the  first  or  old  James  River  Company  was  incorporated.  This  company  was 
organized  August  25,  1785,  and  on  the  next  day  General  Washington  was  elected  its 
first  president,  which  position  he  held  for  some  years.  This  organization  continued 
until  the  17th  day  of  February,  1820,  on  which  day  the  legislature  passed  "An  act  to 
amend  the  act  for  clearing  and  improving  the  navigation  of  the  James  River,  and  for 
uniting  the  eastern  and  western  waters  by  the  James  and  Kanawha  Rivers."  By  this 
act  the  rights  and  interests  of  the  James  River  Company  were  transferred  to  the  Com- 
monwealth, and  by  an  act  passed  February  24,  1823,  all  the  rights,  powers,  duties,  and 
privileges  of  the  president  and  directors  were  conferred  on  the  board  of  public  works, 
whose  transactions  were  to  be  still  in  the  name  of  the  James  River  Company.  This  or- 
ganization continued  until  the  year  1835.  The  James  River  and  Kanawha  Company, 
under  which  organization  the  constructed  canal  is  now  being  worked,  was  incor])o- 
rated  March  16,  1832,  and  organized  May  25,  1835.  By  the  charter  the  whole  interest 
of  the  Commonwealth  in  the  works  and  property  of  the  then  existing  James  River 
Company  was  transferred  to  the  James  River  and  Kanawha  Company. 

II.  Its  progress  to  the  present  time. — The  first  James  River  Company  was  required  to 
make  the  James  River  navigable  for  vessels  drawing  one  foot  of  water,  at  least,  from 
the  highest  practicable  place  to  the  Great  Falls,  beginning  at  Westham,  and  from  said 
falls  to  make  such  canal  or  canals,  with  sufficient  locks,  as  would  open  navigation  to 
tide-water ;  and  the  said  company  constructed  a  canal  around  the  falls  of  James  River, 
extending  from  the  city  of  Richmond  to  Westham,  a  distance  of  about  seven  miles,  and 
improved  the  bed  of  the  river  by  sluices  as  high  up  as  Buchanan.  The  second  James 
River  Company,  on  State  account,  enlarged  and  reconstructed  the  farmer  canal  from 
Richmond  to  Westham,  and  extended  the  same  to  Maiden's  Adventure,  in  Goochland 
County,  a  distance  of  twenty-seven  miles;  constructed  a  turnpike  road  from  Covington 
to  the  mouth  of  Big  Sandy  River,  two  hundred  and  eighty  miles  long,  and  improved 
the  Kanawha  River  by  wing-dams  and  sluices  from  Charleston  to  its  mouth,  a  distance 
of  fifty-eight  miles.  The  James  River  and  Kanawha  Company  commenced  the  con- 
struction of  the  new  canal  from  Richmond  to  Lynchburg  in  1836,  and  the  work  was 
completed  about  the  1st  of  December,  1840.  The  part  known  as  the  second  division  of 
the  canal,  extending  from  Lynchburg  to  Buchanan,  was  commenced  in  the  mean  time 
and  prosecuted  up  to  the  year  1842,  when,  for  want  of  funds,  it  was  abandoned.  On 
the  1st  of  March,  1847,  an  appropriation  was  made  by  the  Virginia  legislature,  and  the 
work  on  this  division  was  again  commenced  in  July,  1847,  and  completed  in  November, 
1851.  In  August,  1853,  some  fifteen  miles  of  the  part  known  as  the  third  division  of 
the  canal  was  contracted  for,  but,  owing  to  a  lack  of  funds,  the  work  was  suspended 
in  the  fall  of  1856.  The  company  at  this  time  labored  under  severe  embarrassment  on 
account  of  its  heavy  indebtedness  to  the  State  of  Virginia,  which  indebtedness,  with 

1  A 


I  APPENDIX. 

accrued  interest,  amounted  in  the  year  1860  to  about  $7,200,000.  To  relieve  this  em- 
barrassment the  legislature,  on  the  23d  of  March,  1860,  passed  an  act  increasing  the 
capital  stock  of  the  company  to  $12,400,000  (the  original  capital  stock  having  been 
$5,000,000),  in  shares  of  $100  each,  and  the  board  of  public  works,  on  behalf  of  the 
Commonwealth,  subscribed  for  74,000  shares  thereof,  and  issued  State  bonds  for  the 
remaining  2,000  shares,  to  be  applied  to  the  extinguishment  of  the  floating  debt  of  the 
company.  The  company  was  also  authorized  to  borrow  not  exceeding  $2,500,000  at  a 
rate  of  interest  not  exceeding  7  per  cent.  It  was  then  hoped  that  the  company  would 
be  able  to  complete  the  work  on  the  third  division.  About  this  time  a  French  gentle- 
man, representing  a  company  of  European  capitalists,  proposed  to  enter  into  an  en- 
gagement to  complete  the  canal  to  the  Ohio  River  on  an  enlarged  scale.  His  proposi- 
tions were  acceded  to,  and  the  requisite  legislation  obtained  from  the  State,  but  the 
civil  war  intervening,  the  project  was  abandoned.  During  and  since  the  war  the  com- 
pany lias  done  nothing  toward  the  contemplated  enlargement  and  completion 'of  the 
canal,  owing  to  a  lack  of  funds,  but  has  worked  and  kept  in  order  the  constructed 
portion  of  the  canal,  which  extends  to  the  town  of  Buchanan. — (Ex.  Doc.  110,  41st 
Cong.,  3d  sess.,  pp.  51-53.) 

III.  Contemplated  enlargement  of  the  canal  and  extension  of  tlie  route. — The  contemplated 
extension  of  the  route  includes  the  enlargement  of  the  constructed  canal  so  as  to  con- 
form to  the  dimensions  now  fixed  for  the  canal  portion  of  the  entire  line;  then  the 
finishing  of  the  canal,  which  followed  the  valley  of  the  James  and  Jackson  Rivers  from 
Buchanan  to  Covington,  a  distance  of  forty-seven  miles.  From  Covington  the  line,  as 
projected,  to  the  Greenbrier  River,  crossed  Jackson  River  by  an  aqueduct,  and  followed 
the  valley  of  Dunlap's  Creek  to  Crow's  Tavern,  at  the  base  of  the  Alleghany  Mountains. 
There  the  line  left  the  valley  of  Dunlap's  Creek,  and  followed  the  bed  of  Fork  Run  to 
the  summit-level,  where  it  pierced  the  mountains  by  a  tunnel  2.6  miles  long,  at  an  ele- 
vation of  1,916  feet  above  tide.  It  descended  thence  the  valley  of  Tuckahoe  and 
Howard  Creeks  by  canal  to  the  Greenbrier  and  New  Rivers,  down  which,  as  well  as 
down  the  Kanawha  River,  slack-water  navigation  was  projected  to  the  Ohio  River,  a 
distance  of  two  hundred  miles,  making  a  total  distance,  from  Richmond  to  the  mouth 
of  the  Kanawha  River,  of  486.13  miles.  This  plan  was  the  result  of  a  survey  made  by 
Captain  McNeil,  of  the  United  States  Corps  of  Engineers,  hereinafter  referred  to,  and 
was  adopted  by  the  company.  Iu  1868  Mr.  E.  Lorraine,  the  then  engineer  of  the  com- 
pany, advised  the  adoption  of  a  new  location,  Avhich  was  the  same  as  Captain  McNeil's, 
except  that  it  pierced  the  mountains  by  a  tunnel  about  (estimated)  nine  miles  in 
length,  and  reduced  the  elevation  of  the  summit-level  to  1,700  feet,  thereby  saving 
three  and  a  half  miles,  in  actual  length,  of  canal,  and  twenty  and  a  half  miles  of  equated 
length — considering  the  saving  of  time  in  lockages,  and  cost  of  working  and  repairs. 
The  plan  as  now  proposed  by  W.  P.  Craighill,  major  United  States  Engineers,  in  a  sur- 
vey made  under  his  direction  in  1870,  adopts  the  general  line  as  surveyed  and  reported 
by  Messrs.  McNeil  and  Lorraine.  He  proposes  to  pierce  the  mountains  at  the  same 
elevation  as  Mr.  Lorraine,  but  reduces  the  length  of  it~to  7.8  miles.  He  also  changes  Cap- 
tain McNeil's  plan  from  Lykens's  Shoals  to  the  mouth  of  the  Kanawha  River,  by  substi- 
tuting open-river  navigation  instead  of  slack-water  navigation,  equalizing  the  fall 
throughout  the  length  by  low  dams  at  regular  intervals,  having  sluices  to  permit  the 
passage  of  vessels.  The  constructed  canal  has  a  width  at  water-line  of  50  feet,  and  a 
depth  originally  of  5  feet.  The  dimensions  proposed  for  its  extension  west  of  Buchanan, 
as  well  as  for  the  enlargement  of  the  constructed  portion,  are  70  feet  width  at  water- 
line,  with  a  depth  of  7  feet.  The  locks  are  to  be  120  by  20  feet,  of  cut  stone  through- 
out, and  in  all  respects  of  first-class  masonry.  The  towing  path  is  to  be  12  feet  wide ; 
berme  bank,  8  feet  wide;  the  exterior  slopes  to  be  H  base  to  1  perpendicular,  and  in- 
terior slopes  2  base  to  1  perpendicular.  After  striking  the  Greenbrier  River  the  route 
is  to  follow  the  Greenbrier,  New,  and  Kanawha  Rivers  to  the  Ohio  River,  at  Point 
Pleasant.  For  the  Greenbrier  and  New  Rivers,  and  the  Kanawha  River  to  Lyken's 
Shoals,  Mr.  Hutton,  who  surveyed  this  portion  of  the  line,  under  direction  of  Major 
Craighill,  recommends  a  continuous  slack-water  improvement,  broken  at  two  points 
only  by  short  sections  of  canal — one  at  Anderson's,  the  other  a  short  distance,  below 
the  falls  of  Greenbrier. 

IV.  Surreys. — The  first  surveys  were  of  the  Jackson,  Greenbrier,  New,  and  Kanawha 
Rivers,  made  under  the  direction  of  Virginia,  by  Messrs.  Moore  and  Briggs,  in  1817-,19, 
contemplating  a  slack-water  navigation  for  bateaux  of  1A  to  2  feet  draught,  and  a 
portage  over  the  mountain. 

The  next  were  made  by  Captain  McNeil,  of  the  United  States  Topographical  Engi- 
neers, in  1826-'28,  for  a  canal  and  slack-water  navigation.  From  Dunlap's  Creek  to 
the  Greenbrier  River  full  examinations  and  surveys  were  made,  resulting  in  a  location 
by  way  of  Fork  Run  and  Howard's  Creek,  passing  the  mountains  by  a  tunnel  2.6  miles 
long,  at  an  elevation  of  1,916  feet  above  tide.  This  location  was  adopted  by  the  com- 
pany, but  afterward  abandoned. 

In  1838  Ed.  H.  Gill,  an  experienced  civil  engineer,  made  a  minute  and  careful  survey 
and  report  on  the.  improvement  of  the  Kanawha  River,  tinder  the  direction  of  Charles 
Ellet,  jr.,  then  chief  engineer,  and  in  1841  made  an^examination  of  the  Greenbrier  and 


APPENDIX.  3 

New  Rivers.  He  recommended  a  system  of  locks  from  pool  to  pool,  combined  with 
wing-dams  for  the  Kanawha  River;  a  mixed  system  of  canal  and  slack- water  for  the 
Greenbrier  River  and  of  locks  and  dams  suitable  for  steamboat  navigation  for  New 
River.  His  report  is  approved  in  general  terms  by  Benjamin  Wright  and  Charles  Ellet, 
and,  with  some  reservations,  by  Charles  B.  Fisk,  all  eminent  civil  engineers. 

On  the  5th  day  of  November,  1851,  Professor  Fourney,  a  geologist,  reported  his  mi- 
nute examination  of  the  site  of  Anthony's  Creek  reservoir,  and  of  other  reservoirs. 

On  the  20th  day  of  January,  1852,  Mr.  E.  Lorraine,  a  civil  engineer,  reported  on  the 
water-supply  for  the  summit-level,  having  spent  an  entire  year,  1851-'52,  gauging  the 
streams  and  surveying  the  country  in  the  vicinity  of  the  summit-level.  He  located 
and  calculated  the  capacity  of  the  reservoir  on  Anthony's  Creek. 

These  reports  of  Mr.  Lorraine  and  Professor  Fourney  were  approved  by  Walter 
Gwin,  a  distinguished  civil  engineer. 

Another  survey  and  estimate  for  improving  the  Kanawha  were  made  under  the  di- 
rection of  Mr.  Charles  B.  Fisk,  in  1855,  by  John  A.  Byers,  on  the  plan  of  sluice-dams 
at  short  intervals  on  the  ripples,  with  a  view  to  obtain  5  feet  depth  of  water. 

A  project  was  also  submitted  to  the  directors  of  the  Kanawha  improvement  in  1860, 
by  Charles  Ellet,  jr.,  their  engineer  at  that  time,  who  proposed,  after  clearing  out  the- 
sluices  and  confining  the  water  to  the  channels,  to  supply  from  reservoirs  the  quan- 
tity needed  for  purposes  of  navigation  beyond  the  natural  flow  of  the  stream. 

In  1868  Mr.  E.  Lorraine,  the  then  engineer  of  the  company,  advised  the  adoption  of 
a  new  location,  which,  by  the  use  of  a  tunnel  about  nine  miles  in  length,  reduced  the 
elevation  of  the  summit-level  216  feet,  thus  making  it  1,700  feet  above  tide. 

In  1872  a  survey  of  the  Great  Kanawha  River,  from  the  Great  Falls  to  its  mouth, 
was  made  by  Mr.  Lorraine,  under  the  direction  of  W.  P.  Craighill,  major  of  United 
States  Engineers,  by  virtue  of  an  act  of  Congress  passed  June  10, 1872.  Mr.  Lorraine 
presented  two  estimates,  each  providing  for  a  continuous  and  uninterrupted  naviga- 
tion throughout  the  year  for  boats  drawing  6  feet  of  water.  The  first,  which  method 
is  recommended  by  Major  Craighill,  contemplates  an  open  dam  improvement  as  far  up 
as  Paint  Creek  Shoals,  with  water-ways  120  feet  wide  and  6-A  feet  deep,  aud,  from  this 
point  to  the  Great  Falls,  a  lock  and  dam  improvement,  with  locks  240  by  40  feet  and 
7  feet  depth  of  water,  and  a  reservoir  at  Meadow  River.  The  second  contemplates  a 
lock  and  dam  improvement  throughout.  Mr.  Lorraine  based  his  remarks  and  calcu- 
lations on  surveys  of  the  river  made  by  Mr.  E.  H.  Gill  in  1838,  the  elaborate  survey 
made  under  his  direction  in  1856  by  Mr.  John  A  Byers,  and  the  subsequent  measure- 
ments and  reports  on  the  improvement  of  the  river  by  reservoirs  by  Charles  Ellet,  jr. 

By  a  law  of  Congress  passed  in  July,  1870,  a  survey  of  the  James  River  and  Ka- 
nawha Canal  route  was  authorized,  for  the  purpose  of  throwing  additional  light  upon 
the  question,  first,  of  the  practicability,  and,  second,  of  the  cost,  if  practicable,  of 
opening  a  continuous  line  of  navigable  waters  between  Richmond  and  the  Ohio  River. 
This  survey  was  given  by  Gen.  A.  A.  Humphreys,  Chief  of  Engineers  United  States 
Army,  into  the  charge  of  W.  P.  Craighill,  major  of  United  States  Engineers.  Major 
Craighill  divided  the  work  into  two  parts,  and  placed  Mr.  Walter  Gwynn  Turpin,  an 
eminent  civil  engineer,  "  in  charge  of  the  examination  of  the  line  of  the  canal  from 
Richmond  to  Buchanan,  with  a  view  to  a  determination  of  the  cost  of  its  enlargement 
to  a  size  which  would  adapt  it  to  the  extended  use  it  would  receive  when  it  became  a 
link  in  the  great  central  water-line  between  the  Atlantic  slope  and  the  Valley  of  the 
Mississippi."  He  assigned  Mr.  William  R.  Hutton,  an  engineer  of  eminent  ability, 
"  the  duty  of  ascertaining  the  best  manner,  if  any  existed,  of  continuing  the  commu- 
nication by  water  from  the  end  of  the  old  canal — meaning  the  completed  works  to  Bu- 
chanan, and  the  route  as  definitely  located  from  Buchanan  to  the  mouth  of  Fork  Run, 
in  Alleghany  County — to  the  waters  of  the  Ohio  River."  The  results  of  the  conclusions 
arrived  at  by  these  gentlemen  will  be  spoken  of  more  specifically  hereafter.  It  is  suf- 
ficient now  to  say  that  they,  in  common  with  all  who  have  preceded  them,  agree  in  re- 
porting the  work  a  necessary  one,  and  of  practicable  construction  beyond  controversy. 

In  1872  Congress  made  an  additional  appropriation  for  a  further  examination  of  the 
line  of  the  James  River  and  Kanawha  Canal  from  the  mouth  of  Howard's  Creek  to  the 
Ohio  River.  This  examination  was  made  by  Mr.  E.  Lorraine,  under  the  direction  of 
Major  Craighill.  The  detailed  survey  and  report  of  Mr.  Lorraine  have  been  made  to 
Congress  the  present  session.  Mr.  Lorraine  recommends  that  the  slack-water  shall  be 
continued  from  Lykens's  Shoals,  as  heretofore  reported,  to  Paint  Creek  Shoals,  on  the 
Kanawha. 

V.  The  capital  stock  of  the  canal  and  how  it  in  held. — The  capital  stock  of  the  James 
River  and  Kanawha  Company  is  $12,400,000,  which  is  held  as  follows: 

Bv  the  State  of  Virginia $10,400,000 

By  the  city  of  Richmond 576,800 

By  the  city  of  Lynchburg 67,300 

By  the  Washington  and  Lee  University 10,  000 

By  private  stockholders 1,345,900 

Total 12,400,000 


4  APPENDIX. 

Of  this  State  stock  $7,400,000  is  preferred  stock.  Probably  more  than  one-third  of 
the  private  stock  is  now  owned  by  the  original  subscribers,  at  a  cost  per  share  of  $100 
principal  money.  Probably  one-third  is  held  by  private  citizens,  at  a  cost  of  from  $15 
to  $20  per  share,  bought  in  I860  or  1861.  The  remaining  one-third,  or  perhaps  less 
than  one-third,  has  probably  changed  hands  since  the  war  at  from  $3  to  $6  per  share. 
During  the  last  session  of  Congress  it  was  proposed  to  till  the  blank  in  the  bill  in 
reference  to  this  subject,  as  the  price  to  be  paid  private  parties  per  share  for  their 
stock,  with  the  sum  of  $25;  but  it  is  thought  some  of  it  would  be  surrendered  for  less. 
The  advantages  accruing  to  the  cities  of  Richmond  and  Lynchburg  would  be  so  great 
that  their  stock,  if  necessary,  would  likely  be  surrendered  without  charge. — (Ev.  of  C. 
S.  Carrington,  pp.  234-6.) 

VI.  Debt  of  the  canal. — The  debt  on  the  canal  is  $1,250,000,  secured  by  two  mort- 
gages, one  for  $750,000  and  the  other  for  $500,000.  There  is  a  contingent  liability  for 
an  alleged  debt  of  $100,000  or  more,  which  is  the  subject  of  litigation  now  pending  in 
the  court  of  appeals  of  Virginia.  AH  of  this  debt,  except  that  necessary  to  repair  the 
canal  after  the  unprecedented  flood  of  September,  1870,  was  created  before  and  during 
the  war.  The  mortgages  were  both  executed  since  the  war,  and  the  interest  has  been 
paid  on  all  the  bonds  which  have  been  issued  under  the  mortgages.  It  was  proposed 
to  fill  the  blank  in  the  bill  introduced  in  Congress  last  session  with  the  sum  of 
$1,500,000,  which  would  cover  the  mortgages,  the  contingent  liability  above  mentioned, 
and  the  contingency  of  possible  indebtedness  of  that  portion  of  the  line  running 
through  the  State  of  West  Virginia. — (Ev.  of  C.  S.  Carrington,  pp.  236-8.) 

VII.  Length  of  canal  vow  completed  and  cost  of  the  same. — The  completed  canal  extends 
from  Richmond  to  Buchanan,  along  the  James  River,  a  distance  of  one  hundred  and 
ninety-seven  and  a  half  miles,  which  includes  the  Richmond  dock  and  tide-water 
connection,  a  mile  in  length.  A  portion  of  the  line  between  Buchanan  and  Coving- 
ton has  also  been  constructed,  but  the  canal  is  not  in  working  condition  beyond  Bu- 
chanan. 

There  are  three  connections  completed.  There  are  two  on  that  portion  of  the  line 
extending  from  Richmond  to  Lynchburg,  one  connecting  the  canal  with  the  south 
side  of  the  James  River,  and  known  as  the  Southside  connection,  and  the  other  con- 
necting on  the  north  side,  with  the  improvement  on  the  Rivanna  River.  The  other 
connection  is  on  that  portion  of  the  line  between  Lynchburg  and  Buchanan,  and 
extends  from  the  mouth  of  North  River  to  Lexington,  a  distance  of  nineteen  and 
three-fourths  miles. 

The  cost  of  the  completed  canal,  including  the  three  connections,  was  $10,436,860, 
and  was  expended  as  follows: 

The  Richmond  dock  and  tide-water  connection $851,312 

From  Richmond  to  Lynchburg 5.  837,  628 

From  Lynchburg  to  Buchanan * 2,  422,  556 

The  completed  portion  from  Buchanan  to  Covington 511,  094 

The  Southside  connection 162,  685 

The  Rivanna  River  connection 115. 1*4:! 

The  North  River  improvement  connection 536,  551 

Total  cost 10,436,860 

VIII.  The  outlet  from  Richmond  to  the  sea  and  the  harbor  of  Norfolk. — The  outlet  to  the 
Atlantic  Ocean  from  Richmond,  the  eastern  terminus  of  the  canal,  is  by  way  of  the 
James  River  to  Newport  News,  a  distance  of  one  hundred  and  four  miles,  and  from 
Newport  News  to  the  capes  of  Virginia,  by  Hampton  Roads  and  the  Chesapeake  Bay,  a 
distance  of  twenty-two  miles,  making  a  total  distance  of  one  hundred  and  twenty-six 
miles.  The  James  River  is  a  large  body  of  water,  capable  of  accommodating  vessels 
of  from  12  to  15  feet  draught,  and  it  is  estimated  that  with  additional  improvements 
that  are  now  in  progress  under  the  direction  of  the  United  States  Government,  and  will 
cost  some  $250,000,  there  will  be  at  least  18  feet  of  water  at  high  tide. 

The  harbor  of  Norfolk,  or  Hampton  Roads,  occupies  one  of  the  most  important  and 
commanding  positions  on  the  Atlantic  coast  of  the  United  States.  It  is  a  well-shel- 
tered harbor,  and  opens  right  upon  the  sea,  with  beautiful  offings.  It  surpasses  all 
others,  with  the  single  exception,  perhaps,  of  New  York  and  Sandy  Hook,  and  is  its 
peer  in  all  the  requirements  of  navigation,  both  as  to  facility  of  ingress  and  egress, 
certainty  of  land-fall,  depth  of  water,  and  holding-ground.  Says  M.  F.  Maury,  LL.D., 
&c,  in  his  book  entitled  "Physical  Survey  of  Virginia:"  "The  Chesapeake  Bay  is  a 
'  king's  chamber'  in  the  bosom  of  Virginia,  which  no  belligerent  may  enter  with  other 
than  good  intent.  *■  *  *  This  noble  sheet  of  water,  with  its  spacious  harbors, 
is  large  enough  to  accommodate  shipping  sufficient  to  afford  transportation  for  all  the 
products  and  merchandise  of  the  West  were  they  a  thousand-fold  more  abundant  than 
they  are.  *  *  *  *  Then  there  is  the  Gulf  Stream,  that  mighty  river  in  the 
ocean,  upon  the  verge  of  which  Norfolk  stands.  It  flows  up  with  a  current  which, 
without  the  help  of  sweeps,  sails,  or  steam,  will  carry  the  European-bound  vessel  out 


APPENDIX.  5 

of  Norfolk  at  the  rate  of  one  hundred  miles  a  day,  directly  on  her  course.  Then  at 
the  sides  of  this  and  counter  to  it  are  eddies  which  favor  the  same  vessel  on  her  return 
to  Norfolk.     These  hawse  her  along,  and  shorten  her  voyage  by  many  a  mile." 

DESCRIPTION    OF    THE    ROUTE. 

The  James  River  aud  Kanawha  Canal,  or  "central  water-line,'*  extends  from  the  city 
of  Richmond,  Va.,  to  Point  Pleasant,  or  the  mouth  of  the  Kanawha  River,  in  West 
Virginia,  a  distance  of  471.44  miles.  As  already  constructed,  the  canal  proper  has  a 
width  at  water-line  of  50  feet,  at  bottom  of  3u  feet,  and  a  depth  of  5  feet.  The  locks 
are  100  by  15  feet  in  the  clear.  The  dimensions  of  the  prism  of  the  enlarged  canal  are 
proposed  to  be  70  feet  at  water-Hue,  50  feet  at  bottom,  and  7  feet  deep — the  same  as 
the  prism  of  the  Erie  Canal.  The  locks,  as  proposed,  will  be  larger  than  those  of  the 
Erie  Canal,  being  120  by  20  feet,  while  those  of  the  latter  are  but  110  by  18  feet. 

Mr.  Lorraine,  in  his  deserij>tiou  of  this  line,  divided  it  into  six  divisions,  and  it  is  so 
spoken  of  in  the  surveys  and  papers  in  reference  to  it.  The  divisions  were  as  follows: 
1.  From  Richmond  to  Lynchburg.  2.  From  Lynchburg  to  Buchanan.  3.  From 
Buchanan  to  Covington.  4.  From  Covington  to  the  Greenbrier  River.  5.  The  Green- 
brier and  New  Rivers  to  Lykens's  Shoals,  on  the  Kanawha  River.  6.  From  Lykens's 
Shoals,  on  the  Kanawha  River,  to  the  mouth  of  the  Kanawha  River. 

We,  however,  in  speaking  of  this  work,  shall  treat  it  as  composed  of  but  three  divis- 
ions, viz  :  1.  The  canal  as  now  constructed  from  Richmond  to  Buchanan,  but  which  is 
to  be  enlarged  in  order  that  it  may  be  made  to  conform  to  the  dimensions  fixed  for  the 
entire  line.  2.  The  canal  from  Buchanau  to  the  Greenbrier  River.  This  division  in- 
cludes the  incomplete  but  partially  constructed  works  between  Buchanan  aud  Cov- 
ington, the  summit-level  and  the  Lorraine  tunnel.  3.  The  Greenbrier,  New,  and 
Kanawha  Rivers,  from  the  mouth  of  Howard's  Creek,  on  the  Greenbrier,  the  western 
end  of  the  canal  portion,  to  the  Ohio  River  at  the  mouth  of  the  Kanawha. 

(For  an  outline  of  the  route,  see  map  at  the  end  of  the  appendix. ) 

I.  The  canal  as  now  constructed  from  Richmond  to  Buchanan,  and  its  proposed  enlarge- 
ment.— This  division  of  the  canal  is  197.50  miles  in  length,  including  the  Richmond 
dock  and  tide  water  connection,  a  mile  in  length.  It  is  composed  of  159.75  miles  of 
canal  and  30.75  miles  of  slack-water  navigation.  The  dock  at  Richmond  is  4,100  feet 
long,  has  an  average  width  of  100  feet,  and  is  from  11  to  15  feet  in  depth.  It  has  a 
granite  wall  for  its  whole  length  on  the  north  side,  and  for  about  1,000  feet  on  the 
south  side.  Above  the  large  dock  is  a  continuation  called  the  "  Upper  lock,"  sur- 
rounded by  a  granite  wall.  This  upper  portion  is  800  feet  long  and  200  feet  wide. 
The  docks  are  connected  by  means  of  five  locks  with  a  commodious  basin,  also  sur- 
rounded by  a  granite  wall.  The  ship-lock,  by  means  of  which  vessels  enter  the  dock, 
is  180  feet  long,  between  the  gates  35  feet  wide,  has  a  lift  of  15  feet,  and  will  pass  ves- 
sels of  500  tons. 

The  width  of  the  canal  on  this  division  is,  as  before  stated,  50  feet  at  water-line,  30 
feet  at  bottom,  and  the  depth  5  feet.  The  locks  are  100  by  15  feet.  The  proposed  en- 
largement will  make  the  canal  as  follows:  70  feet  wide,  5  at  water-line,  6  feet  at  bot- 
tom, and  7  feet  deep.  The  enlarged  locks  will  be  120  by  20  feet.  On  this  division, 
exclusive  of  the  dock  aud  ship-lock,  there  are  90  locks,  of  a  total  lift  of  812  feet. 

The  structures  embrace  three  connections,  the  necessary  guard  and  accommodation 
locks,  33  dams,  15  aqueducts,  199  culverts,  158  road-bridges,  and  48  drains.  Of  the  90 
locks,  some  30  are  built  of  rubble  masonry,  faced  with  timber  and  plank,  and  some  60 
of  cut  stone. 

The  total  cost  of  the  work  on  this  division,  including  the  lock  and  tide-water  con- 
nection and  the  feeders,  has  been  $9,025,775. 

II.  The  canal  from  Buchanan  to  the  Greenbrier  River. — This  division  of  the  canal  is 
7u..'0'miles  in  length.  It  is  composed  of  67.25  miles  of  canal,  and  9.25  miles  of  slack- 
water  navigation.  It  embraces  (A)  a  certain  unfinished  work  from  Buchanan  to  Cov- 
ington, and  the  construction  of  the  canal  to  a  point  on  Fork  Run,  at  the  eastern  end 
of  the  Lorraine  tunnel;  (B)  the  Lorraine  tunnel  of  7.8  miles  in  length,  through  the 
Alleghany  summit;  and  (C)  the  construction  of  the  part  on  the  w-estern  slope  of  the 
Alleghany  ridge,  from  the  west  end  of  the  Lorraine  tunnel  to  the  Greenbrier  River,  at 
the  mouth  of  Howard's  Creek.     (See  map  at  the  end  of  the  appendix.) 

(A.)  The  partially  completed  work  on  this  division  is  between  Buchanan  and  Cov- 
ington, and  consists  of  the  following  structures:  The  completion  of  the  Mason  tunnel, 
198  feet  in  length ;  the  excavatiou'of  800  feet  of  the  Marshall  tunnel,  which  is  to  be 
1,900  feet  in  length ;  the  completion  of  the  foundations  of  two  of  the  dams  up  to  the 
surface  of  low-water  mark,  and  the  partial  construction  of  10  lift-locks,  and  the  abut- 
ments and  piers  of  three  of  the  aqueducts  across  James  River.  The  prism  of  the  canal, 
and  the  size  of  the  locks,  will  be  the  same  as  the  proposed  enlargement,  mentioned  in 
the  first  division. 

The  structures  on  this  portion  of  this  division  will  embrace  two  tunnels,  viz :  the 


t>  APPENDIX. 

Marshall  tunnel,  of  1,900  feet  length  (partially  excavated),  and  the  Mason  tunnel,  of 
198  feet  length  (completed);  the  necessary  dams,  aqueducts,  and  road-bridges,  one 
■culvert,  two  waste-weirs,  and  one  waste.     (Note. — By  means  of  these  two  tunnels 
five  and  five-eighths  miles  of  distance  are  saved.) 
The  cost  of  the  work  done  on  this  division  was  $511,094. 

(B.)  The  Lorraine  tunnel  and  the  water-supply  for  the  summit-level. 

1.  The  Lorraine  tunnel. — This  tunnel  forms  the  summit-level  of  the  canal,  from  which 
it  descends  on  one  side  to  the  Atlantic  Ocean,  and  on  the  other  side  to  the  Ohio  River, 
and  is  one  of  the  most  interesting  features  of  the  great  work.  A  few  years  ago  men 
would  have  been  appalled  at  the  apparent  magnitude  of  the  work,  but  it  is  no  longei 
deemed  an  extraordinary  undertaking.  Eminent  engineers  of  great  professional 
ability  and  experience,  after  due  examinations  and  surveys,  have,  in  their  official 
reports,  and  not  less  carefully  prepared  papers,  expressed  clear  and  decided  opinions, 
without  dissent  or  qualifications,  favorable  to  the  practicability  of  the  construction 
of  the  proposed  tunnel. 

Captain  McNeil's  line  ascended  the  valley  of  Fork  Run  to  an  elevation  of  1,916  feet 
above  tide,  and  there  pierced  the  ridge  with  a  tunnel  of  2.6  miles  in  length,  whence 
it  descended  the  valley  of  Howard's  Creek  to  the  Greenbrier  River. 

Mr.  Lorraine,  by  his  survey  made  in  1868,  proposed  to  establish  the  summit  at  a 
level  of  1,700  feet  above  tide,  or  20  feet  above  the  level  of  Greenbrier  River,  at  the 
mouth  of  Howard's  Creek,  and  pass  through  the  Alleghany  Mountains  by  a  tunnel 
about  nine  miles  in  length. 

The  line  now  recommended  by  Maj.  W.  P.  Craighill,  of  United  States  Engineers,  by 
a  survey  made  under  his  direction  in  1870,  commences  at  the  mouth  of  Fork  Run, 
ascends  that  stream  by  a  canal  70  feet  wide  at  water-line,  with  a  depth  of  7  feet ;  locks 
to  be  120  by  20  feet,  and  six  in  number,  of  12  feet  lift  each,  to  the  summit-level,  at 
1,700  feet  above  tide.  It  then  pierces  the  main  range  of  the  Alleghany  Mountains, 
passing  under  Tuckahoe  and  Katis  Mountains,  by  a  tunnel  7.8  miles  long,  with  a  sec- 
tion of  52  by  34i  feet,  being  46  feet  wide  at  water-line,  and  7  feet  deep.  It  emerges 
into  the  valley  of  Howard's  Creek,  which  it  descends  to  the  Greenbrier  River,  by  three 
locks  of  10  feet  lift  each.  The  extreme  length  of  the  tunnel  is  40,380  feet,  and,  for  the 
purpose  of  diminishing  the  depth  of  shafts,  has  been  located  upon  a  curve  of  nearly 
thirty  miles  radius,  although  in  construction  the  tunnel  would  be  made  straight  from 
shaft  to  shaft.  The  shafts  vary  in  depth  from  333  to  ( 93  feet,  and  the  greatest  distance 
between  any  two  of  them  is  7,500  feet.  The  length  of  the  MontCenis  tunnel  is  seven 
and  a  half  miles,  and  of  the  Hoosac  tunnel  four  and  three-fourths  miles.  Mr.  William 
R.  Hutton,  chief  engineer  in  charge  of  this  portion  of  the  survey  made  in  1870,  says  : 
"The  distinguishing  feature  of  the  low  level  is  the  long  tunnel,  longer  even  than 
that  of  Mont  Cenis,  just  now  reaching  completion  ;  differing  from  that  work,  however, 
in  one  important  particular,  that  while  the  Mont  Cenis  tunnel  was  excavated  exclu- 
sively from  the  two  ends,  the  one  now  in  consideration  can  be  worked  from  six  shafts, 
as  well  as  from  the  ends,  forming  fourteen  faces  upon  which  simultaneous  progress 
■can  be  made."  (Ex.  Doc.  110,  41st  Congress,  3d  session,  p.  18.)  The  rock  through 
which  the  excavation  will  be  made  is  slate  and  sandstone  of  variable  quality,  from  a 
sandstone  shale  to  the  most  solid  character  of  rocks.  Lying  below  the  summits,  crossed 
at  a  depth  of  1,000  to  1,300  feet,  it  is  reasonable  to  suppose  that  a  large  portion  of  the 
rock  will  be  sufficiently  firm  and  solid  to  stand  without  a  lining  arch.  Mr.  Hutton, 
however,  in  his  estimate  has  provided  for  arching  one-half  of  the  whole  length  of  the 
tunnel.  The  cost  of  the  tunnel  is  estimated  by  Mr.  Hutton  at  $13,253,310.  (Same,  p. 
26.)  In  regard  to  the  tunnel,  Mr.  Benjamin  H.  Latrobe,  of  Baltimore,  who  has  had 
long  experience  in  tunneling,  and  especially  as  consulting  engineer  of  the  Hoosac 
tunnel,  and  who  visited  the  Mont  Cenis  tunnel  in  Europe  and  made  observations  of 
its  operations,  in  a  letter  to  Mr.  Lorraine,  dated  May  1,  1868,  says:  "That  he  (Mi. 
Latrobe)  has  driven  more  than  one  tunnel  in  slates  and  sandstones,  such  as  will  be 
met  with  in  the  Alleghany  tunnel.  That  he  was  well  acquainted  with  the  character 
of  those  rocks,  and  knows  that  very  rapid  progress  could  be  made  in  them,  and  that 
the  strike  and  dip  of  the  strata  at  that  locality  were  as  favorable  as  possible  to  safe 
and  speedy  working."  (Same,  pp.  61,  62.)  He  further  says  that  he  cannot  hesitate 
to  pronounce  the  proposed  tunnel  entirely  practicable.  General  Charles  P.  Stone,  in 
a  letter  to  Charles  S.  Carrington,  esq.,  president  of  the  James  River  and  Kanawha 
Company,  dated  October  13,  1868,  6ays:  "As  regards  the  feasibility  of  the  succession 
of  tunnels  (referring  to  the  long  tunnel  and  its  shafts),  I  think  there  can  be  no  ques- 
tion." (Same,  p.  74.)  Maj.  W.  P.  Craighill,  in  his  report  heretofore  referred  to,  says  : 
"The  question  of  practicability  is  settled  by  the  data  furnished  by  the  reports  hereto 
attached."  (Same,  p.  61.)  The  reports  attached  are  those  of  Mr.  Hutton  and  Mr. 
Turpin,  and  the  letters  of  Messrs.  Lorraine,  Latrobe,  and  Stone,  heretofore  referred  to. 
In  short,  all  the  engineers  who  have  surveyed  or  spoken  of  the  tunnel  are  agreed  as  to 
ite  practicability. 

2.  The  water -supply  for  the  summit -level .  —The  supply  of  water  for  the  summit-level  will 


APPENDIX.  7 

come  mainly  from  the  Greenbrier  River,  which  is  a  stream  of  an  average  width  of  100 
feet ;  but  as  this  river  may  not  at  all  times  furnish  a  sufficient  quantity,  recourse  must 
be  had  to  reservoirs  to  meet  the  deficiency,  if  any  exists.  Mr.  Hutton  says  :  "  These 
(reservoirs)  maybe  constructed  on  the  river  (Greenbrier)  itself,  but  the  very  complete 
surveys  made  by  Mr.  Lorraine  for  a  reservoir  on  Anthony's  Creek,  one  of  its  tributa- 
ries, shows  that  site  to  be  a  desirable  one,  both  as  to  cost  and  sufficiency."  (Same,  p. 
18.)  On  the  question  of  the  site  proposed,  Mr.  Lorraine  says:  "As  doubts  have  been 
suggested  as  to  the  adaptation  of  this  valley  (Anthony's  Creek)  for  the  purpose  of  a 
reservoir,  and  vague  surmises  expressed  as  to  fissures  and  caverns  in  the  sides  of  the 
mountain  through  which  the  water  would  leak  out,  an  eminent  practical  geologist  was 
employed  to  make  an  examination  of  the  geological  structure  of  the  site  of  this  reser- 
voir, who  reported  that  if  the  engineers  had  the  choice  of  the  rocks  of  this  region  it 
would  be  difficult  to  show  how  they  could  make  a  better  disposition  of  them." — (Same, 
p.  57.) 

Anthony's  Creek  reservoir. — Where  Anthony's  Creek  passes  through  the  Greenbrier 
Mountain  there  is  a  narrow  defile,  which  has  been  selected  as  a  site  for  a  dam  or  mound, 
which,  when  erected,  will  arrest  the  water  that  flows  down  the  creek,  and  convert  the 
valley  above  into  a  reservoir  or  lake.  This  reservoir  will  be  nine  miles  long,  will  have 
an  average  width  of  half  a  mile,  a  superficial  area  of  2,753  acres,  and  a  mean  depth  of 
(SO  feet.  The  mound  will  be  126  feet  high  and  395  feet  long.  The  reservoir  will  con- 
tain 178,000,000  cubic  yards  of  water,  which  was  ascertained  by  an  accurate  survey  of 
its  superficial  area.  The  annual  quantity  of  water  discharged  by  Anthony's  Creek  has 
been  ascertained  by  daily  gauges  of  the  creek  for  a  whole  year,  and  the  total  amount 
per  annum  found  to  be  210,526,955  cubic  yards,  an  average  discharge  per  diem  of 
576,786  cubic  yards.  These  gauges  of  the  creek  were  taken  during  the  last  half  of  the 
year  1851  and  the  first  half  of  the  year  1852,  during  which  time  the  quantity  of  rain, 
as  ascertained  by  the  rain  gauges  which  were  kept  in  that  vicinity,  was  34£  inches, 
which  has  been  ascertained  to  be  considerably  below  the  average ;  so  it  is  safe  to  as- 
sume that  the  average  daily  supply  of  576,786  cubic  yards  is  within  the  mark.  Now, 
let  us  see  how  much  water  the  canal  at  this  point  will  demand,  assuming  that  the  ca- 
nal will  enjoy  a  full  trade,  and  that  the  boats  will  pass  through  the  locks  at  the  sum- 
mit as  fast  as  possible.  Mr.  Hutton,  in  his  report  on  this  subject,  says :  "  On  the  Erie 
Canal  198  boats  have  actually  been  passed  through  a  single  lock  in  one  day.  We  may 
then  safely  assume  a  capacity  for  180  boats.  The  tonnage  of  the  boats  which  will  be 
used  will  be  about  280  tons,  but  as  the  freight  going  west  will  not  be  more  than  ofte- 
fourth  of  that  from  the  West,  we  will  average  them  at  180  tons."  (Same,  p.  18.)  He 
further  says  :  '•  We  have  assumed  a  trade  of  180  boats  per  day,  but  it  will  be  prudent 
to  provide  a  supply  of  water  for  200.  Allowing  them  one  and  one-half  lockfuls  of 
water  to  each  boat  passing  the  summit-level,  we  will  require  300  lockfuls  of  water 
per  day  for  a  maximum  trade.  The  greatest  lift  between  Greenbrier  and  Covington, 
the  portion  of  the  Hue  to  be  supplied  from  the  summit-level,  is  14  feet,  and  the  locks 
being  120  by  20  feet,  we  have  : 

300  locks,  120  by  20  by  14,  equal  to  cubic  feet  per  day 10,  080,  000 

Evaporation  on  21.9  miles  (the  tunnel  being  excluded,*),  J  inch  per  mile 

per  dav 225,264 

Filtration,  cubic  feet 5,240,400 

Waste  at  structures,  cubic  feet 43, 200 

Leakage  at  lock-gates 1,728,000 

Total  cubic  feet 17,316,864 

The  minimum  flow  of  the  Greenbrier  River,  as  gauged  by  Captain  Mc- 
Neil, was  97  feet  per  second,  or  per  day 8,380,800 

Leaving  to  be  supplied  from  other  sources 8,  936,  064 

The  reservoir  surveyed  by  Mr.  Lorraiue  will  contain  4,806,000,000  cubic 
feet,  and  the  observed  discharge  of  the  stream  (where  it  has  been 
gauged),  for  a  year  of  much  less  than  the  average  rain-fall  is 5,  484,  229,  000 

Diminish  this  by  the  evaporation  of  i  of  an  inch  per  day,  for  one  year, 
from  the  surface  of  the  reservoir 899,  405, 100 

And  we  have  available  for  the  canal 4,584,823,900 

Suppose  the  flow  of  the  Greenbrier  to  continue  at  its  minimum  for  an 
average  period  of  120  days,  the  total  quantity  to  be  furnished  would 
be,  cubic  feet .' 1,072,327,680 

Or  a  surplus  of 3,512,496,220 

*  "  That  portion  of  the  canal  occupied  by  the  tunuel,  being  through  solid  rock,  will  be  subject  to  no 
more  loss  by  leakage,  and  evaporation  than  will  be  supplied  by  percolation  through  the  roof  and  aides 
of  the  tunnel,  and  this  is  therefore  excluded  from  the  calculation." — (See  Ex.  Doc.  No.  110,  41st  Cong., 
3d  sess.,  p.  57.) 


8  APPENDIX. 

Some  persons  not  familiar  with  the  subject  have  expressed  fears  that  a  reservoir 
supplied  chiefly  from  rain-fall  might  fail  to  furnish  the  anticipated  supply.  On  this 
point  Mr.  Hutton  says:  "It  is  well  to  observe  that  the  valley  of  the  Greenbrier  River 
is  extremely  favorable  for  the  construction  of  reservoirs,  with  which  it  might  be  tilled 
throughout  its  length  of  60  miles,  in  which  any  desired  amount  of  water  from  the 
spring  and  winter  floods  might  be  stored  up  for  use  in  time  of  drought." — (Same,  p.  19.) 

Mr.  James  M.  Harris,  present  engineer  of  the  James  River  and  Kanawha  Company,, 
testifies  that  "there  cannot  be  the  least  reason  to  doubt  that  there  will  be  any  defi- 
ciency in  water  to  supply  the  largest  canal  the  government  may  deem  proper  to  con- 
struct.1' (Evidence  before  committee,  p.  232.)  The  proposed  means,  as  above  stated, 
of  supplying  any  possible  deficiency  in  the  supply  of  water  for  the  summit-level  are 
proven  to  be  amply  sufficient  by  competent  and  skilled  witnesses,  and  there  seems  to 
be  no  doubt  on  the  matter  whatever. 

(C.)  The  construction  of  the  part  of  the  canal  from  the  west  end  of  the  Lorraine  tunnel  to 
the  Greenbrier  River. — The  canal  from  the  west  end  of  the  Lorraine  tunnel  emerges  into 
the  valley  of  Howard's  Creek,  which  it  descends,  by  3  locks  of  10  feet  lift  each,  to 
the  Greenbrier  River.  The  distance  from  the  mouth  of  Fork  Run  to  the  mouth  of 
Howard's  Creek,  at  the  Greenbrier  River,  is  12.6  miles,  and  the  cost  of  construction, 
exclusive  of  the  tunnel,  is  estimated  to  be  $2,383,474. 

The  estimated  cost  of  this  division  from  the  town  of  Buchanan  to  the  mouth  of  Fork 
Run,  is  $6,128,585.62. 

Lockage  on  the  second  division. — There  are  70  ascending  locks  from  Buchanan  to  the 
Lorraine  tunnel,  with  a  total  lockage  of  888  feet,  and  3  descending  locks  from  the  west- 
ern end  of  said  tunnel  to  the  Greenbrier  River,  at  the  mouth  of  Howard's  Creek,  with 
a  total  lockage  of  30  feet,  making  73  locks  in  all,  with  a  total  lockage  of  918  feet. 

III.  The  Greenbrier,  New,  and  Kanawha  Rivers,  from  the  mouth  of  Howard's  Creek,  on 
the  Greenbrier,  to  the  Ohio  River,  at  the  mouth  of  the  Kanawha. — The  length  of  this  divis- 
ion is  197.44  miles.  The  canal  ceases  from  the  time  the  line  strikes  the  Greenbrier 
River  at  the  mouth  of  Howard's  Creek  (except  in  two  cases,  at  Anderson's  and  again 
a  short  distance  below  the  falls  of  Greenbrier,  short  canals  of  large  dimensions  are  in- 
troduced to  avoid  very  expensive  locations  for  dams,  which  would  otherwise  be  re- 
quired), and  a  continuous  slack-water  navigation  is  projected  down  the  Greenbrier 
River  to  the  New  River,  and  down  the  New  River  to  Lykens's  Shoals,  on  the  Kanawha 
River,  a  distance  of  113.44  miles.  From  Lykens's  Shoals  to  the  mouth  of  the  Kanawha 
River  open  navigation  is  proposed,  the  fall  throughout  the  length  being  equalized  by 
dams  at  regular  intervals,  having  sluices  to  permit  the  passage  of  vessels.  On  this 
division  there  are  74  locks  and dams,  and  the  fall  to  Lykens's  Shoals  on  the  Ka- 
nawha, is  1,084  feet.     The  locks  are  to  be  240  by  40  feet. 

The  cost  of  the  proposed  improvements  on  these  rivers,  so  as  to  secure  6  feet  of  water 
all  the  year  round,  is  estimated  by  Mr.  Hutton  as  follows: 
Down  the  Greenbrier  and  New  Rivers  to  Lykens's  Shoals  on  the  Kanawha 

River. $13,243,541 

From  Lykens's  Shoals  to  mouth  of  the  Kanawha 973, 900 

Total  cost  of  this  division 14,217,441 

Greenbrier  and  Few  Rivers.— Of  New  River  Mr.  Hutton  says:  ''  New  River  is,  particu- 
larly in  its  lower  portions,  of  a  different  character  (from  the  Greenbrier),  the  banks 
being  composed  almost  entirely  of  bowlders,  among  or  over  which  the  construction  of 
a  canal  presents  formidable  difficulties.  These,  however,  are  not  in  the  way  of  a  slack- 
water  improvement  as  is  now  recommended."  (Ex.  Doc.  110,  41st  Cong.,  3d  sess.,  p. 
20.)  The  length  of  the  Greenbrier  River,  from  the  mouth  of  Howard's  Creek  to  the 
New  River,  is  49.086  miles.  The  length  of  New  River,  from  the  mouth  of  the  Green- 
brier to  the  mouth  of  the  Gauley  River,  where  it  is  merged  into  the  Kanawha,  is  67.433 
miles.  Eminent  engineers,  such  as  Wright,  Gill,  Fisk,  Ellet,  Lorraine,  Hutton,  Har- 
ris, &c,  have  examined  and  surveyed  the  proposed  route  through  these  streams,  and, 
with  singular  and  entire  unanimity,  concur  in  the  practicability  and  feasibility  of  the 
proposed  improvements.  As  regards  the  supply  of  water  for  any  deficiency  that  may 
exist  in  these  Rivers,  Mr.  Hutton  says : 

"The  large  locks  on  the  slack-water  will  transmit  the  daily  tonnage  estimated  for 
the  canal  in  120  lockages,  requiring  for  a  maximum  lift  of  15.5  feet  (on  the  Greenbrier), 
with  25  per  cent,  added  for  waste,  120  by  200  by  40  by  155  by  1.25, 18,600,000  cubic  feet, 

Cubic  feet. 
Which  being  supposed  necessary  for  one  hundred  and  twenty  days,  the 

required  supply  will  be 2,232,000,000 

But  Anthony's  Creek  reservoir  will  furnish  beyond  the  quantity  needed 

for  the  canal '. 3,512,496,220 

Showing  a  surplus  to  meet  contingencies  of 1>280,  496,220 

(Same,  p.  20.) 


APPENDIX.  9 

The  Kanawha  River.— The  Great  Kanawha  River  is  formed  by  the  united  waters  of 
the  New  River,  the  Greenbrier  River,  and  the  Gauley. 

The  upper  portion  of  the  Kanawha,  from  the  mouth  of  Gauley  to  the  foot  of  Lykens's 
Shoals,  requires  the  same  kind  of  improvement  as  the  Greenbrier  and  New  Rivers,  the 
fall  being  too  great  for  any  open  navigation.  From  Lykens's  Shoals  to  the  mouth  of 
the  Kanawha  open-river  navigation  is  proposed. 

The  present  improvement  on  the  Kanawha. — The  present  improvement  consists  of  chan- 
nels or  "chutes,"  excavated  through  the  shoals,  and  occasionally  of  slight  wing-dams 
of  stone  or  gravel,  extending  from  either  bank  of  the  river  to  the  chutes,  for  the  pur- 
pose of  concentrating  the  water  in  the  chute.  This  improvement  extends  up  as  far  as. 
the  foot  of  Loup  Creek  Shoal.  These  chutes  are  from  one  hundred  to  one  hundred  and 
twenty  feet  wide. 

The  proposed  plans  of  improvement  on  the  Kanawha. — Mr.  Lorraine,  in  his  report  to 
Major  Craighill,  dated  December  9,  1872,  recommends  that  the  improvement  be  by  open 
dams  and  a  reservoir  on  Meadow  River,  a  combination  and  improvement  of  the  plans 
proposed  by  Mr.  Fisk  in  1854,  and  by  Mr.  Ellet  in  1858.  This  recommendation  is  in- 
dorsed by  Major  Craighill.— (Rep.  Chief  Eng.,  43d  Cong.,  1st  sess.,  p.  839.) 

1.  The  improvement  by  open  dams. — This  plan  of  improvement  consists  of  the  con- 
struction of  low  dams  extending  from  either  bank  of  the  river  to  the  channel,  leaving 
a  water-way  in  the  dam  of  sufficient  width  and  depth  for  the  passage  of  steamboats 
and  barges.  These  dams  will  be  placed  at  intervals  along  the  stream  so  as  to  give  it 
a  grade  of  two  feet  to  the  mile  on  the  shoals,  the  fall  from  one  pool  to  another  being 
so  slight  as  to  offer  but  little  resistance  to  ascending  boats.  The  water-ways  in  the 
dams  are  to  be  94  feet  at  the  bottom  and  120  feet  wide  at  the  top,  with  6i  feet  depth 
of  water. 

2.  The  reservoir  on  Meadow  River. — Mr.  Lorraine,  in  said  report,  estimates  the  probable 
deficiency  in  the  supply  of  water  in  the  Kanawha  to  be  supplied  by  the  Meadow  Lake 
at  130,291,200  cubic  feet  per  day.  The  annual  drainage  into  Meadow  Lake,  as  com- 
puted by  Mr.  Ellet,  is  10,722,000,000  cubic  feet,  the  capacity  of  the  lake  being  13,587,- 
815,000  cubic  feet.  Then  divide  10,722,000,000  by  130,291,200,  aud  the  result  (82)  will 
be  the  number  of  days  during  which  Meadow  Lake  will  be  able  to  supply  the  deficiency. 
But  if  the  water  from  this  reservoir  proves  insufficient,  there  is  the  surplus  that  will 
remain  in  the  Anthony's  Creek  reservoir,  after  supplying  the  summit-level,  to  fall  back 
upon.  As  hereinbefore  shown,  it  is  estimated  that  Anthony's  Creek  reservoir  will  have 
a  "surplus  of  3,512,496,220  cubic  feet  of  water,  to  be  devoted  to  the  service  of  the  Green- 
brier River.  This  will  of  course  pass  into  the  Kanawha,  and  after  allowing  one-twen- 
tieth for  evaporation  during  its  passage,  will  supply  the  Kanawha  with  37,076,348  cubic 
feet  per  day  for  90  days,  or  nearly  one-third  the  quantity  needed  to  keep  the  water- 
ways full.  It  must,  therefore,  be  conceded,  says  Mr.  Lorraine,  that  there  will  be  an 
abundant  supply  of  water  for  full  navigation  during  the  ordinary  dry  season. 

RECAPITULATION. 

Length  of  the  whole  line  and  the  character  of  each  division. 

Miles. 
Richmond  dock  and  tide-water  connection 1.  00 

I.  The  first  division,  extending  from  Richmond  to  Buchanan,  159.75  miles  of 
canal,  and  36.75  miles  of  slack-water 196.  50 

II.  The  second  division,  extending  from  Buchanan  to  the  Greenbrier  River, 

67.25  miles  of  canal,  and  9.25  miles  of  slack-water 76.  50 

III.  The  third  division,  extending  from  the  mouth  of  Howard's  Creek,  on  the 
Greenbrier,  to  the  mouth  of  the  Kanawha,  115.39  miles  of  slack-water,  and 

79.05  miles  of  open-river  navigation,  and  3  miles  of  canal 197.  44 

Total 471.44 

Total  tquated  length  of  the  line. 

Assuming  each  lock  to  be  equivalent  to  half  a  mile  in  distance,  the  equated  length  of 
the  entire  line  appears  to  be  as  follows  : 

Miles. 

Actual  length 471.44 

237  locks,  equivalent  to 118.50 

Total  equated  length  of  the  line 589.94 

The  entire  line  will  be  composed  of — 

Miles. 

Canal  ... 231.00 

Slack-water  navigation 161.  39 

Open-river 79.  05 

Total  equated  length 471.44 


10  APPENDIX. 

Probable  cost  of  enlarging  and  completing  the  James  River  and  Kanawha  Canal  and  the 
Kanaicha  River  improvements. — The  following  are  the  estimates  reported  hy  Major 
Craighill,  as  the  result  of  the  survey  made  under  his  directions  iu  1870,  contemplating 
the  probable  cost  of  enlarging  and  completing  the  James  River  and  Kanawha  Canal, 
and  the  improvements  on  the  Kanawha  River,  "  iu  a  substantial  manner,  proportion- 
ate to  the  importance  of  the  work  and  the  gravity  of  the  results  which  would  attend 
any  stoppage  of  its  use,  caused  by  failures  in  its  mechanical  structures  (Ex.  Doc.  110, 
41st  Cong.,  3d  sess). 

Cost  of  enlarging  first  division,  extending  from  Richmond  to  Buchanan,  including 
Richmond  dock  and  shipdock  and  tide-water  connection  (Ex.  Doc.  110,  41st  Cong.,  3d 
sess): 

Dock  and  ship-lock $1,300,000  00 

Tide-water  connection 334,937  00 

Richmond  to  Lynchburg 4,811,326  00 

Lvnchburg  to  Buchanan 2,092,008  51 

$8,  538,  271  51 

Cost  of  second  division,  extending  from  Buchanan  to  mouth  of  How- 
ard's Creek,  and  the  Greenbrier  River,  including  Lorraine  tunnel : 

Buchanan  to  Covington $4, 036,  577  11 

Covington  to  mouth  of  Fork  Run 2, 206, 795  45 

Mouth  of  Fork  Run  to  Greenbrier  River,  exclusive  of 

tunnel 2,383,474  00 

Lorraine  tunnel 13, 253,  310  00 

21,880, 156  58 

Cost  of  third  division,  extending  from  mouth  of  Howard's  Creek,  on 
the  Greenbrier,  to  mouth  of  Kanawha : 
Greenbrier  and  New  Rivers  to  Lvkens's  Shoals  on  the 

Kanawha .' $13,243,541  00 

Lvkens's  Shoals  to  mouth  of  Kanawha 973,  900  00 

14.217,441  CO 

Add  ten  per  cent,  to  amounts  on  first  and  second  divis- 
ions for  contingencies 2, 983,  420  00 

Total  estimated  cost 47.622,289  07 

It  may  be  proper  to  add  that  while  Mr.  Hutton  has  included  iu  his  estimate  of  cost 
for  improving  the  Kanawha  River  the  Meadow  River  reservoir,  yet  be  thinks  it  need 
not  be  near  so  large  as  contemplated  by  Mr.  Ellet,  and  consequently  has  reduced  the 
cost  of  the  reservoir  to  $250,000. 

It  will  be  noted  that  this  estimate  of  cost  ($47,622,289.07)  far  exceeds  the  estimates 
made  by  any  previous  survey,  the  highest  being  that  made  by  Mr.  Lorraine,  and  in- 
cluding the  tunnel,  then  estimated  to  be  about  nine  miles  in  length,  amounting  to  but 
$37,363,911. 

H.  D.  "Whitcomb,  esq.,  chief  engineer  of  the  Chesapeake  and  Ohio  Railroad,  in  his 
evidence  before  the  committee,  says  he  considers  the  estimates  given  by  Major  Craig- 
hill amply  sufficient,  even  if  the  tunnel  were  shale  throughout  and  had  to  be  arched 
from  end  to  end.  Mr.  Whitcomb  built  nineteen  tunnels  on  the  Chesapeake  and  Ohio 
Road,  under  his  own  observation,  one  of  which  was  through  the  Alleghany  Mountains, 
at  an  elevation  of  some  2,060  feet  above  tide,  and  not  over  a  mile  distant  from  the 
proposed  Lorraine  tunnel  (pp.  212,  213). 

Gen.  Herman  Haupt,  who  was  connected  with  the  Hoosac  tunnel  as  engineer  and 
contractor,  and  has  had  considerable  experience  otherwise  in  relation  to  tunnels,  also 
indorses  the  estimate  of  the  cost  of  the  tunnel  (p.  20). 

Mr.  James  M.  Harris,  present  engineer  of  the  James  River  and  Kanawha  Company, 
says  he  thinks  the  estimates  of  costs  are  very  full.  To  use  his  own  words :  "The  work 
can  be  done  for  the  estimate.  It  is  from  50  to  75  per  cent,  higher  than  I  have  had  the 
.same  sort  of  work  estimated  and  done."  He  further  says  :  "I  have  never  had  it  done 
in  that  locality,  but  I  think  it  can  be  done  much  cheaper  there  thau  where  I  had  it 
done,  if  the  price  of  labor  be  the  same  "  (p.  233). 

Probable  time  required  to  complete  the  enlargement  and  improvement. — On  this  point  Mr. 
'William  R.  Hutton,  assistant  under  Major  Craighill,  says:  "Provided  funds  are  sup- 
plied to  keep  pace  with  their  economical  expenditure,  the  opening  of  the  line  will  be 
governed  by  the  time  necessary  to  complete  the  long  or  Lorraine  tunnel.  If  we  sup- 
pose a  progress  of  30  feet  per  month  to  be  made  in  each  shaft,  and  100  feet  per  mouth 
in  each  heading  (and  double  this  has  been  made  in  the  Mont  Cenis  tunnel),  then  the 
longest  time  will  be  consumed  in  the  west  heading  of  shaft  No.  4,  and  the  east  head- 
ing of  shaft  No.  5  (see  profile  of  tunnel),  which  will  require  five  years  and  two  months 
from  the  date  of  commencement.  Ten  months  may  be  consumed  in  preparation  and 
in  trimming  up  after  the  opening  is  made  through.  We  may,  therefore,  safely  say 
that  the  work  can  be  completed  in  six  years  from  the  time  it  is  put  into  the  hands  of 
a  competent  contractor." — (Ex.  Doc.  110,  41st  Cong.,  3d  sess.) 


APPENDIX.  11 

Mr.  Lorraine  estimates  the  time  that  would  probably  be  consumed  in  excavating 
the  tunnel  at  four  years,  "which  is  about  as  quickly  as  the  New  River  or  Greenbrier 
sections  could  be  completed  under  the  most  favorable  circumstances." — (Same,  p.  60.) 

Mr.  Benjamin  H  Latrobe,  of  Baltimore,  Mil.,  a  civil  engineer  of  large  experience, 
who  was  consulting  engineer  of  the  Hoosac  tunnel,  and  visited  and  made  personal  in- 
spections of  the  Mont  Cenis  tunnel  in  Europe,  in  a  letter  to  Mr.  Lorraine,  dated  May 
1, 1868,  sums  up  his  deductions  of  the  time  necessary  to  excavate  the  long  tunnel,  and 
says  that  the  work  could  be  finished  and  in  operation  at  the  end  of  four  years.  He 
closes  his  letter  in  the  following  words:  '  'In  conclusion,  I  will  add  that  I  never  felt, 
in  giving  a  professional  opinion,  more  perfect  confidence  in  its  soundness,  and  the  cer- 
tainty with  which  the  results  predicted  can  be  realized." — (Same,  p.  62.) 

General  Charles  P.  Stone,  civil  engineer,  in  a  letter  to  Col.  C.  S.  Carrington,  pres- 
ident of  the  James  River  and  Kanawha  Company,  dated  October  12,  1868,  says,  re- 
ferring to  Mr.  Lorraine's  report  as  to  time  and  cost:  "He  has  certainly  overestimated 
the  necessary  cost  of  the  shafts,  and  that  very  considerably,  and  his  estimate  of  time 
is  perfectly  safe.  I  speak  positively  on  this  matter,  because  speaking  from  experience 
in  shaft-sinking  through  very  much  the  same  kind  of  rock  as  he  will  probably  have 
to  contend  with." — (Same,  pp.  74,75.) 

Mr.  H.  D.  Whitcomb,  chief  engineer  of  the  Chesapeake  and  Ohio  Railroad,  says  that 
he  thinks  the  estimate  of  time  made  by  Mr.  Lorraine  sufficient,  and  puts  the  maximum 
of  time,  taking  into  consideration  all  contingencies,  at  five  years. 

It  may  be  noted  at  this  point  that  Mr.  Lorraine's  estimate  of  the  time  is  based  upon 
the  construction  of  a  tunnel  about  nine  miles  in  length,  whereas  the  actual  length 
now  determined  on  is  but  7.8  miles. — (Evidence  before  committee,  p.  213.) 

General  Herman  Haupt,  who  was  a  contractor  and  engineer  on  the  Hoosac  tunnel. 
says:  "The  Lorraine  tunnel  is  only  a  collection  of  smaller  tunnels,  and,  in  this  par- 
ticular, presents  much  less  difficulty  and  uncertainty  than  the  tunnels  of  the  Alps  or 
Hoosac."  He  further  says :  "I  should  think,  from  the  time  when  the  shafts  were  sunk 
to  the  grade  of  the  tunnel,  it  ought  not  to  require  more  than  four  and  a  half  or  five 
years  at  the  outside,  even  taking  into  consideration  all  the  difficulties  that  we  may 
reasonably  expect  to  encounter  in  the  progress  of  such  a  work.'' — (Same,  p.  220.) 

Length  of  season  of  narifiation  by  this  route. — It  is  the  official  duty  of  the  superintend- 
ent of  the  James  River  and  Kanawha  Canal  to  report,  annually,  the  time  during  the 
year  of  suspension  of  navigation  by  ice.  Colonel  Carrington,  president  of  the  com- 
pany, says:  "The  estimate  of  the  time  of  suspension  of  navigation  by  ice  is  fifteen 
days  for  the  eastern  and  western  portion  of  the  liue,  and  thirty  days  for  the  middle  or 
mountainous,"  per  annum. 

Mr.  Lorraine  says  on  this  point:  "By  examining  the  reports  of  the  James  River  and 
Kanawha  Company  it  will  be  seen  that  from  1840  to  1848  there  was  no  suspension  of 
navigation  by  ice  reported,  except  twelve  days  in  1845.  If  there  were  any  others  they 
must  have  been  so  slight  as  not  to  have  attracted  attention,  or  to  have  been  deemed 
unworthy  of  comment.  From  1848  to  1868,  a  period  of  twenty  years,  during  which 
time  all  suspensions  of  navigation  by  ice  have  been  reported  by  the  superintendents, 
the  total  number  of  days  in  which  the  navigation  was  so  suspended  amounts  to  302, 
an  average  of  fifteen  days  for  each  year.  As  these  reports  apply  to  the  canal  as  high 
up  as  Buchanan,  west  of  the  Blue  Ridge,  it  will  be  reasonable  to  infer,  that  when  the 
canal  reaches  its  highest  elevation  in  the  Alleghanies  it  will  not  be  closed  by  ice,  on 
an  average,  more  than  thirty  days  in  the  year." — (Ex.  Doc. 110,  41st  Cong. ,3d  sess.,  p. 70. ) 

Colonel  Carrington  says:  "From  my  observation  during  my  connection  with  the 
canal  since  1867,  and  from  information  derived  from  intelligent  parties  with  long  ex- 
perience in  navigation  on  the  canal,  I  believe  that  these  suspensions  would  have  been 
greatly  reduced  in  time  and  number  by  the  use  of  ice-boats.  Indeed,  it  is  not  improb- 
able that  ice-boats  and  a  full  traffic  would  have  kept  open  the  navigation  during  the 
whole  year." — (Evidence  before  committee,  p.  251.) 

H.  D.  Whitcomb,  chief  engineer  of  the  Chesapeake  and  Ohio  Railroad,  6ays:  "That 
the  time  of  obstruction  by  ice  would  not  be  more  than  a  month  or  six  weeks  at  the 
outside,  perhaps  from  about  Christmas  to  the  middle  of  February,  and  many  winters 
not  half  that  time." — (Same,  p.  217.) 

Dr.  A.  E.  Summers,  a  member  of  West  Virginia  senate,  and  a  resident  of  Charleston, 
the  capital  of  that  State,  says  that  he  does  not  think  the  freezes  on  the  Kanawha 
River  will  average  more  than  a  week  to  ten  days,  and  it  has  been  frequently  the  case 
that  the  whole  winter  has  passed  without  any  freezing  of  the  river. — (Same,  p.  308.) 

W.  F.  Gosborn,  president  of  the  Kanawha  River  board,  testifies  that  the  Kanawha 
River  is  sometimes  open  for  navigation  during  the  whole  year. — (Same,  p.  314.) 

Territory  for  the  tradeof  which  this  line  will  form  a  competing  point.  Its  area, population, 
and  most  important  cereal  productions. — The  portion  of  the  Mississippi  Valley  and  lake 
country  interested  in  the  opening  of  a  direct  line  of  transportation,  extending  the 
navigation  of  the  Ohio  and  Mississippi  Rivers  to  the  seaboard,  and  for  which  this  line 
will  form  a  competing  point,  is  composed  of  some  nineteen  States  and  Territories, 
aggregating  in  area  1,212,164  square  miles,  in  population  18,946,733  people,  and  in  im- 
portant cereal  productions  a  grand  total  of  1,023,352,583  bushels.     From  these  totals 


12 


APPENDIX. 


there  should  be  deducted  at  least  one-fourth  for  that  portion  of  the  Territory  lying 
contiguous  to  the  lake-lines,  and  for  which  the  "  central  water-line''  could  not  fairly 
claim  to  be  a  competing  point,  leaving  an  area  of  909,1*23  square  miles,  a  population 
of  14,210,050  people,  and  a  total  of  767,514,438  bushels  <>f  cereals.  It  may  be  noted  at 
this  point  that  the  opening  of  this  line  to  the  Ohio  River  would  place  some  17,000 
miles  of  inland  steamboat  navigation  in  connection  'with  tide-water. 

The  area,  population,  and  important  cereal  productions  of  the  States  and  Territories 
bove  mentioned  will  be  found  in  the  annexed  tables,  compiled  from  the  census  of  1870 : 

Table  No.  1. — Area  and  population. 


State  or  Territory. 


Square  miles.    Population. 


The  United  States,  including  the  Territories— total 

Virginia 

West  Virginia 

Western  Pennsylvania,  estimated  at  one-third  of  whole 

Tennessee 

Kentucky 

Arkansas 

Ohio 

Indiana 

Illinois 

Michigan 

Wisconsin 

Minnesota 

Iowa 

Missouri 

Kansas 

Nebraska 

Dakota 

Montana 

Colorado 

Total 


3,  603,  884 


1,  212, 164 


38.  558,  371 


38,  348 

1,  225, 163 

23.  000 

442,  044 

15,333 

1,173,984 

45,  600 

1,  258,  520 

37,  680 

1.321,011 

52,  198 

4*4,471 

39,  964 

2,  665,  260 

33,  809 

1,  680.  637 

55,  410 

2,  589,  sill 

56,  451 

1, 184,  059 

53,  924 

1,  054,  670 

S3,  531 

439,  706 

55,  045 

1.194,020 

65,  350 

1,  721,  295 

81,318 

364,  399 

75,  995 

122,  993 

150,  932 

14,181 

143,  776 

20,  595 

104,  500 

39,864 

18,  946,  733 


Table  No.  2. — Principal  cereals. 


State  or  Territory. 


Bushels 
wheat. 


Bushels 
rye. 


Bushels  corn.   Bushelsoats. 


Bushels 
barley. 


Bushels 
bnckwh't 


The  United  States,  in- 
cluding Territories — 

total 287,  745,  626 

Virginia 7,398,787 

West  Virginia 2,  483.  543 

Tennessee 6,188,916 

Kentucky 5,728,704 

Arkansas 841,736 

Ohio 27,  882, 159 

I  ntliana •  27,  747.  222 

Western  Pennsylvania, 

estimated  at  one-third .  |  6,  524,  332 

Illinois I  30,128,405 

Michigan !  16,265,773 

Wisconsin 25,606,344 

Minnesota I  18,866,073 

Iowa I  29,435,692 

M issouri [  14,  315,  926 

Kansas |  2,391,198 

Nebraska I  2, 125,  086 

Dakota 170,662 

Montana 181,184 

Colorado j  258,  474 

Total I  224,540,216 


16,918,795;     760,944,549       282, 107, 157  ,  29,  761, 305     9,821,721 


582.  264 
277.  740 
223.  335 
1, 108,  933 
27,645 
846,  890 
457,  468 

1,192,547 

2,  456,  578 

144,  508 

1,  325,  294 

78,  088 

505,  807 

559,  532 

85,  207 

13,  532 


1,141 
5,  235 


17,  649,  304 

8,  197,  865 

41,  343,  614 

50,  091,  006 
13,  382, 145 
67,501,144 

51,  094,  538 

11,567,335 

129,921,395 

14,086,238 

15,  033,  998 

4.  743, 117 

68,  935,  065 

66,  034,  075 

17.  025,  525 

4,  736,  710 

133, 140 

320 

231,  903 


6,  855,  555 
2,  413,  749 
4,513,315 
6,620,103 
528, 777 
25,  347,  549 
8,  590,  409 

12, 159,  528 

42,  780,  851 

8,  954,  466 

20, 180  016 

10,  078,  261 

21,  005, 142 

16,  578,  313 

4,  097,  925 

1,477,562 

114,327 

149.  367 

322.  940 


9,891,750  j  581,708,437  I  193,370,155 


7.259 

50,  363 

75,  068 

238,  486 

1,921 

1.  715,  221 
356,  262 

176,  520 

2.  480,  400 
834,  558 

1,645,019 

1,  032,  024 

1.  960,  779 

269, 240 

98,  405 

216,481 

4,148 

85,  756 

35. 141 


45,  075 

82,916 

77,  437 

3,443 

226 

180,  341 

80,  231 

844,  057 
168,  802 

436,  755 

408,  .-97 

52,  438 

109,432 

36,  252 

27,  826 

3,471 

179 

988 

178 


11,283,021  2,559,004 


What  Virginia  and  West  Virginia  propose  to  do. — The  States  of  Virginia  and  West 
Virginia  propose  to  relinquish  to  the  Government  of  the  United  States  their  interests 
in  the  work,  which  amount  to  some  $10,400,000,  of  which  $7,400,000  is  preferred  stock, 
representing  money  actually  expended  in  prosecuting  the  work  to  Buchanan,  and  in 
the  incomplete  works  between  Buchanan  and  Covington  ;  and  will  turn  the  whole  line 
over  to  the  government,  to  be  completed  in  such  manner  as  Congress  may  prescribe. 
If  Congress  shall  see  tit  to  complete  the  work  by  direct  appropriation,  without  a  return 
of  principal  and  interest,  the  two  States  further  agree  that  the  line,  as  soon  as  com- 
pleted, shall  be  thrown  open  to  the  public  free  of  toll,  except  so  far  as  necessary  to  keep 
the  work  in  repair.     They  further  agree  "That  the  work  shall  be  prosecuted  either 


APPENDIX.  Id 

under  the  management  of  the  company,  subject  to  such  regulations  and  restrictions  as 
Congress  may  impose,  or  by  commissioners  appointed  by  the  States  of  Virginia  and 
West  Virginia,  who  will  hold  the  property  as  a  sacred  trust  for  the  benefit  of  the  whole 
country,  under  like  regulations;  or  that  the  prosecution  of  the  work  and  the  manage- 
ment of  the  property,  when  it  shall  have  been  completed,  shall  be  committed  to  a  board 
of  eleven  trustees,  one  of  whom  shall  be  appointed  by  the  President  of  the  United 
States,  and  one  each  by  the  States  of  Iowa,  Missouri,  Arkansas,  Illinois,  Indiana,  Ken- 
tucky, Ohio,  Virginia,  West  Virginia,  and  Maryland,  as  recommended  by  the  National 
Board  of  Trade  at  its  annual  session  in  December,  1869,  or  in  any  other  way  in  which  its 
construction  and  management  will  best  promote  the  prosperity  anil  welfare  of  the  whole 
country."  Any  pledge,  however,  given  by  the  two  States,  looking  to  the  relinquish- 
ment of  the  interests  of  the  company,  or  the  exemption  of  tolls,  must,  of  course,1  be  sub- 
ordinate to  the  rights  of  creditors  and  private  stockholders  of  the  company,  which,  in 
view  of  the  small  amount  involved,  admit  of  easy  adjustment. 

The  legislature  of  the  State  of  West  Virginia,  by  a  joint  resolution  adopted  December 
21,  1872,  provided  for  the  appointment  by  the  board  of  public  works  of  nine  commis- 
sioners on  the  part  of  the  State,  to  confer  and  negotiate  with  any  commissioners  or  per- 
sons who  may  be  authorized  by  law,  on  behalf  of  the  United  States,  in  regard  to  a 
transfer  to  the  United  States  of  the  rights,  privileges,  and  franchises  of  this  line,  so  far 
as  the  said  State  has  any  interest  in  them.  The  resolution  also  provides  that  the  action 
of  the  commissioners  shall  be  submitted  to  the  legislature  for  their  action.  In  pursu- 
ance of  said  resolution  the  board  of  public  works  has  appointed  the  following  gentle- 
men as  commissioners:  Messrs.  A.  J.  Pannell,  James  Morrow,  jr.,  William  EL  Travels. 
Charles  F.  Scott,  James  D.  Armstrong,  Jonathan  M.  Bennett,  William  A.  Quarrier,  A. 
T.  Caperton,  and  John  Douglass.  The  commissioners  met  on  the  16th  of  December, 
1873,  and  effected  a  permanent  organization  by  the  election  of  Allen  T.  Caperton  pres- 
ident and  Charles  F.  Scott  secretary. 

General  remarks. — As  to  the  importance  and  necessity  of  a  line  of  water  communi- 
cation, such  as  this,  to  connect  the  grain-growing  section  of  our  country  and  the  sea- 
board, there  can  be  no  question.  In  the  message  of  President  Grant  to  the  Forty- 
second  Congress  we  find  these  words:  "The  attention  of  Congress  will  be  called  at  its 
present  session  to  enterprises  for  the  more  certain  and  cheaper  transportation  of  the 
•constantly-increasing  surplus  of  the  western  and  southern  products  to  the  Atlantic 
seaboard.  The  subject  is  one  that  will  force  itself  upon  the  legislative  branch  of  the 
government  sooner  or  later,  and  I  suggest  that  immediate  steps  lie  taken  to  gain  all 
available  information  to  inevitable  and  just  legislation  regarding  a  route  to  connect 
the  Mississippi  Valley  with  the  Atlantic." 

Practicability  of  the  route. — The  highest  professional  skill  in  this  country,  civil  and 
military,  has  testified  that  the  work  is  practicable,  at  a  cost  inconsiderable  in  compar- 
ison with  the  large  benefits  to  inure.  When  civil  and  hydraulic  engineers  of  the 
celebrity  and  professional  eminence  of  Wright.  Gwin,  Fisk,  Gill,  Ellet,  Lorraine,  Craig- 
hill,  Turpin,  Harris,  Hutton,  Latrobe,  and  others  that  might  be  mentioned,  unite  in 
pronouncing  an  improvement  of  practicable  accomplishment,  as  has  been  done  in  this 
instance,  the  question  is  concluded  from  further  discussion  by  unpiofessiouals. 

Action  of  conventions  and  boards  of  trade  in  regard  to  this  line. — Several  of  the  States, 
through  their  legislatures,  have  adopted  memorials  in  favor  of  the  completion  of  this 
line,  as  the  most  feasible  and  practicable  plan.  The  Louisville  Board  of  Trade,  on  the 
7th  of  October,  1868,  indorsed  this  line,  and  reiterated  it  "with  increased  confidence" 
in  1873.  The  National  Board  of  Trade,  in  December,  1868,  at  its  meeting  in  Cincin- 
nati, appointed  a  committee,  consisting  of  delegates  from  the  States  of  Kentucky, 
Missouri,  Louisiana,  Tennessee,  Maine,  Massachusetts,  New  York,  Iowa,  Illinois,  Min- 
nesota, Ohio,  Pennsylvania,  Maryland,  and  Virginia,  to  consider  the  resolutions  of  in- 
dorsement of  this  line  adopted  by  the  Louisville  Board  of  Trade.  This  committee 
assembled  at  the  White  Sulphur  Springs,  West  Virginia,  in  August,  1869,  and,  after  a 
session  of  some  two  weeks,  agreed  to  a  report  which  sets  forth  the  necessity  of  a 
water-line,  and  recommends  this  route  as  certainly  the  most  central,  and,  as  they  be- 
lieved, the  most  practicable  route  for  such  a  water-line. 

Important  mineral  productions  on  this  line. — Prof.  David  I.  Austed,  who  has  prac- 
ticed engineering,  as  connected  with  geology,  for  28  years,  and  has  visited  most  of 
the  important  coal  and  iron-fields  in  the  world,  says :  "  I  find  on  the  line  of  this  pro- 
posed communication  (referring  to  this  line)  one  of  the  most  remarkable  iron-fields 
that  exist  in  any  part  of  the  world  as  at  present  known.  It  contains  every  variety 
of  the  most  valuable  ores,  and  these  ores  are  distributed  in  such  a  manner  as  to  be 
more  accessible  than,  I  think,  in  any  other  districts.  They 

include  the  most  valuable  of  all  the  known  iron-ores,  magnetic  oxide."  (Ev.  before 
com.,  pp.277,  278.)  He  also  says  that  there  are  about  twenty  distinctly  workable 
seams  of  coal  in  the  middle  of  the  district,  all  of  them  above  the  water-line.  "They 
lie  almost  horizontally  and  are  capable  of  being  worked  at  a  cheaper  rate  than  any 
coals  which  exist  on  a  large  scale  in  any  part  of  Europe.  They  include  beds  of  coal 
of  various  thickness,         *  all  thick  enough  to  be  worked  in  the 

most  effective  manner  without  any  waste."     (Id.,  p.  278.)     A  late  authentic  work  on 


14 


APPENDIX. 


the  subject  of  the  Kanawha  coals  says :  "They  (the  Kanawha  coal-fields)  are  regarded 
by  eminent  geologists  as  the  finest  deposit  of  coal  in  the  world.  *        *        * 

The  veins  lie  horizontally,  and  vary  from  3  feet  to  15  feet  in  thickness,  and  the  aggre- 
gate thickness  of  the  various  veins,  in  some  localities,  amounts  to  40  and  even  50  feet  of 
solid  coal.''  The  varieties  of  coal  are  mainly  bituminous,  cannel,  and  splint.  Then 
there  are  the  Kanawha  salines,  which  have  a  present  capacity  of  3,250,000  bushels, 
which  would  be  much  enlarged  if  there  was  cheaper  and  more  reliable  transportation. 


Distances. 


From  Cairo,  mouth  of  Ohio  River,  704  miles  of  river-navigation, 
to  mouth  of  Kanawha,  471.44  miles,  which  is  composed  of  197 
miles  of  open -river  and  slack-water  navigation,  and  274  miles 
(which  includes  46  miles  of  slack-water  navigation)  of,  say, 
canal-navigation,  126  miles  of  navigation  by  James  River  below 
tide-water  and  by  Hampton  Roads  and  Chesapeake  Bay,  or, 
altogether,  1,027  miles  of  river  and  274  miles  of,  say,  canal  navi- 
gation   

Prom  Cairo,  via  Miami  and  Erie  Canal  (618  miles  canal,  652  river, 
and  252  lake) 

From  Cairo,  via  Portsmouth,  Ohio  and  Erie  Canal  (6G1  miles 
canal,  754  river,  and  190  lake) 

Erom  Cairo,  via  Illinois  and  Michigan  Canal  (454  miles  canal, 
650  river,  and  1,042  lake) 

From  Cairo,  via  Gulf  route  (1,202  miles  river  and  1,850  ocean) 

From  Louisville  (C58  miles  river  and  274  canal),  as  above 

From  Louisville,  via  Miami  Canal  (618  miles  canal,  283  liver,  and 
252  lake) 

From  Louisville,  via  Portsmouth,  Ohio  and  Erie  Canal  (661  miles 
canal,  385  river,  and  190  miles  lake) 

From  Louisville,  via  Gulf  (1,571  river  and  1,850  ocean) 

From  Louisville,  via  rail 

From  Cincinnati  (526  miles  river  and  274  canal),  as  above 

From  Cincinnati,  via  Miami  Canal  (618  canal,  151  river,  and  252  lake) 

From  Cincinnati,  via  Portsmouth,  Ohio  and  Erie  Canal  (661 
canal,  253  river,  and  190  lake) 

From  Cincinnati,  via  Gulf  (1,703  miles  river  and  1,830  ocean) 

From  Cincinnati,  via  rail 

From  Point  Pleasant.  (323.44  miles  river  and  274  miles  canal) 

From  Point  Pleasant,  via  Gulf  (1,906  miles  river  and  8,150  ocean) . 

From  Wheeling  (496  miles  river  and  274  canal) 

From  Wheeling,  via  Gulf  (2,079  miles  river  and  1,850  ocean). ...^. 

From  Pittsburgh  (586  miles  river  and  234  canal) ~. 

From  Pittsburgh,  via  Gulf  (2,169  miles  river  and  1,850  ocean) 

From  Pittsburgh,  via  rail 

From  Memphis  (1,260  miles  river  and  274  canal) 

From  Memphis,  via  Gulf  (963  miles  river  and  1,850  ocean) 

From  Memphis,  via  rail 

From  Memphis  (rail  to  Norfolk,  921  miles,  and  ocean  to  New 
York,  293  miles) '. 

From  Saint  Louis  (1,205- miles  river  and  274  canal) 

From  Saint  Louis,  via  Gulf  (1,380  miles  liver  and  1,850  ocean) 

From  Saint  Louis,  via  Illinois  and  Michigan  Canal  (454  miles 
canal,  466  river,  and  1,042  lake) 

From  Saint  Louis,  via  rail 

From  mouth  of  Illinois  River  (1,252  miles  river  and  274  canal). . . 

F'roni  mouth  of  Illinois  River  (454  miles  canal,  425  river,  and  1,042 
lake) 

From  Kansas  City  (1,476  miles  river  and  274  canal) 

From  Kansas  City,  via  Gulf  (1,651  miles  river  and  1,850  ocean)... 

From  Kansas  City,  via  rail 

From  Omaha  (1,784  miles  river  and  274  canal) 

From  Omaha,  via  Gulf  (1,959  miles  river  and  1,850  ocean) 

From  Omaha  by  rail  to  Chicago,  thence  lake  and  Erie  Canal 
(493  rail,  1,042  lake,  352  canal,  and  151  river) 

From  Omaha,  all  rail 

From  Keokuk  (1.417  miles  river  and  274  canal) 

From  Keokuk  (250  miles  rail,  1,042  lake,  352  canal,  and  151  river) 

From  Davenport  (1,559  miles  river  and  274  canal) 

From  Davenport  (say  as  above,  from  Keokuk) 

From  Dubuque  (river  1,650  miles  and  274  miles  canal) 

F'roni  Dubuque  (225  miles  rail,  1,042  lake,  352  canal,  and  151  river). 

From  Dubuque,  all  rail 

From  La  Crosse  (1,835  miles  river  and  274  canal) 

From  La  Crosse  (260  miles  rail,  1,042  lake,  352  canal,  and  151  river) . 

From  Saint  Paul  (2,005  miles  river  and  274  canal) 

From  Saint  Paul  (260  miles  rail,  321  river,  1,042  lake,  and  352  canal) 

From  Saint  Paul,  all  rail 


1,301 


1,153 

1,236 
3,  421 

887 


1,021 

1,104 
3,553 

777 


800 


4,019 
444 


2,813 

1,  123 


1,479 


3.501 
1,385 


3,809 


1,805 


845- 

1,751 


1,273 


1,751 


Against  capes. 


APPENDIX. 


15 


i  >   -T.ll!    .  s. 


o 
H 


•0% 

it 


H  - 


;3* 
=      "A 


._  Sch 


4,571 

5,952 

1,381 

4,070 

6,453 

2,383 

Mouth  of  Illinois  Kiver  (1,252  miles  river,  274  canal,  and  3,270 

4,796 

Mouth  of  Illinois  River  (1,427  miles  river  and  4,750  ocean) 

6,177 

1,381 

5,328 

6,709 

1,381 

4,749 

6,130 

1,381 

5,549 

6,930 

1,381 

Mile?. 

Hampton  Roads  to  New  York,  via  ocean 293 

Hampton  Roads  to  New  York,  via  inland  route,  viz  :  by  Chesapeake  Bay,  Chesa- 
peake and  Delaware  Canal,  and  Delaware  and  Raritan  Canal 343 

Hampton  Roads  to  Philadelphia,  via  ocean  and  Delaware  Bay 300 

Hampton  Roads  to  Philadelphia,  by  inland  route,  viz :  by  Chesapeake  Bay  and 

Chesapeake  and  Delaware  Canal 223 

Hampton  Roads  to  Baltimore,  by  Chesapeake  Bay 200 

Hampton  Roads  to  Washington  City,  by  Chesapeake  Bay  and  Potomac  River  . .  182 


JAMES  RIVER  AND  KANAWHA  CANAL  PROJECT. 

REPORT  OF  BOARD  OF  ENGINEERS. 

Army  Building,  New  York,  March  18,  1674. 

General  :  The  board  of  engineers  convened  by  Special  Orders  17,  War  Depart- 
ment, Adjutant-General's  Office,  January  27,  1874,  to  examine  and  report  upon  the 
James  River  and  Kanawha  Canal  project,  respectfully  report  that  they  met  and  organ- 
ized at  the  office  of  the  engineer  in  charge,  at  Richmond.  Va.,  on  the  5th  of  February. 

(The  part  of  the  report  here  omitted  relates  to  the  journey  made  by  the  board  in 
the  examination  of  the  route.) 

Before  the  reconvening  of  the  board  on  call  of  the  president,  March  9,  two  of  the 
members,  Mr.  Latrobe  and  Colonel  Craighill,  who  had  been  appointed  a  committee  to 
examine  the  estimates,  devoted  much  of  the  time  to  this  duty,  in  which  they  were 
assisted  by  Mr.  Harris,  Mr.  Hutton,  and  Mr.  Turpin.  They  also  visited  the  Hoosac 
tunnel  for  the  purpose  of  obtaining  information  bearing  upon  tunnel-construction ; 
and  the  president  visited  Syracuse  to  obtain  from  the  actual  experience  of  the  Erie 
Canal  important  facts  concerning  water-consumption  and  lock  arrangements. 

Theboard  having  reconvened  in  New  York  on  the  9th,  were  favored  with  the  attend- 
ance of  Mr.  Harris,  chief  engineer  of  the  James  River  and  Kanawha  Canal,  and  of  Mr. 
Hutton,  and  their  several  reports  and  estimates  were  gone  over  again  by  the  full  board. 

The  foregoing  account  of  the  proceedings  of  the  board  will  show  that  for  so  vast  a 
subject  these  examinations  could  be  but  of  a  very  general  character.  In  such  a  case 
the  obvious  mode  of  proceeding  was,  first,  to  satisfy  themselves  that  the  projects  pre- 
sented had  been  conscientiously  made  up  by  competent  engineers,  and  that  their  data, 
their  facts,  their  surveys,  &c.  (to  the  extent  at  least  purported),  were  reliable.  Tbe 
board,  at  the  outset,  unhesitatingly  affirms  this  to  be  the  case  in  the  projects  submitted 
The  project  differs  by  a  world-wide  difference  from  a  mere  reconnaissance  of  a  new 
route.  A  large  part  of  it  lies  over  a  work  actually  constructed  ;  another  portion  over 
an  extension  of  that  same  work,  actually  commenced,  but  as  yet  incomplete.  Another 
portion,  connecting  with  the  last  named,  and  extending  over  the  summit  to  the  Green- 
brier, was  as  early  as  1825-'26  the  subject  of  very  accurate  surveys  and  estimates  by 
the  subsequently  eminent  engineer,  the  late  Major  McNeil,  United  States  Topograph- 
ical Engineers.  With  his  accurate  topography  before  them,  the  surveys  have  been 
repeated,  and  again  repeated  since,  and  projects  revised  and  plans  made,  with  all  this 
accumulated  information.  A  great  modification,  indeed,  of  the  first  plans  has  been 
made,  first,  by  the  late  lamented  Mr.  E.  Lorraine  (approved by  all  subsequent  engineers), 
in  the  introduction  of  the  long  tunnel.  But  to  modern  engineers  such  tunnels  are  no 
novelty,  and  its  existence  in  the  present  plan  throws  no  element  of  uncertainty,  either 
as  to  practicability  or  cost.     So,  too,  with  regard  to  water-supply,  there  cau  be  no 


16  APPENDIX. 

reason  to  call  in  question  the  results  of  the  surveys  and  the  protracted  observations, 
extendiug  through  a  whole  year,  of  the  late  Mr.  Lorrame. 

With  regard  to  a  very  important  part  of  the  line — the  Greenbrier  and  New  Rivers 
slack-water  improvement  from  Howard's  Creek  to  the  Great  Falls  of  the  Kanawha — 
the  engineer  in  charge  has  officially  stated  that  he  has  not  had  adequate  means  of 
surveying,  and,  therefore,  that  the  plans  have  not  been  founded  on  such  perfect 
knowledge  of  the  bed  of  the  river  and  of  its  regimen  as  would  be  desirable  ;  neverthe- 
less, the  board  bear  witness  that  the  efforts  of  the  late  Mr.  Lorraine,  and  of  his  success- 
or (at  the  time  assistant  in  this  work),  Mr.  Harris,  have  been  most  strenuous  to  sup- 
ply the  deficient  information,  and  that  their  plans  for  locks  and  dams  have  been  most 
carefully  and  conscientiously  made  up,  while  lacking  in  some  elements  for  satisfactory 
location  or  for  precision  of  estimate.  Having  convinced  themselves  of  the  reliability 
of  the  data,  by  proper  evidence,  the  board  must  necessarily  make  these  data  the  basis 
of  their  own  opinions;  and  if  these  diverge  from  those  upon  which  the  plans  have 
been  based,  it  must,' in  general,  be  in  consequence  of  modification  of  those  plans  being 
judged  necessary. 

With  these  preliminary  remarks,  a  brief  description  of  the  project,  as  presented  to 
•our  consideration,  will  now  be  given. 

The  James  River  and  Kanawha  Canal  is  a  project  for  connecting  the  James  River  at 
Richmond  with  the  Ohio  River  at  Point  Pleasant,  by  means  of  a  canal  and  slack-water 
navigation.  The  canal  to  be  constructed  will  have  a  width  of  70  feet  at  the  water- 
line,  with  a  depth  of  seven  feet,  its  locks  to  be  120  feet  between  the  gates  and  to  have 
a  width  of  chamber  of  20  feet.  The  tonnage  of  the  1  >oats  to  be  used  on  it  will  be  about 
280  tons. 

The  slack-water  navigation  is  to  begin  at  the  Greenbrier  River,  at  the  end  of  the  caual, 
and  to  continue  down  this,  the  New,"and  the  Kanawha,  to  the  Ohio  River.  The  locks 
for  this  navigation  are  designed  to  be  240  feet  by  40  feet,  with  7  feet  depth  of  water, 
and  to  accommodate  a  barge  of  700  tons,  or  four  boats  for  the  enlarged  canal. 

From  Paint  Creek  Shoals,  on  the  Kanawha,  to  the  Ohio  River,  it  is  proposed  to  im- 
prove the  navigation  by  means  of  open  sluice-darns. 

To  furnish  the  supply  of  water  for  this  improvement,  it  is  proposed  to  construct  two 
reservoirs;  the  first  in  the  valley  of  Anthony's  Creek,  a  tributary  of  the  Greenbrier 
River,  and  the  second  in  the  valley  of  Meadow  River,  a  tributary  of  the  Gauley  River. 

The  execution  of  the  project  involves  work  which  may  be  subdivided  as  follows: 

1st.  The  enlargement  of  the  existing  canal  from  Richmond  to  Buchanan. 

2d.  The  construction  of  the  projected  and  definitely  located  portion  of  the  canal 
from  Buchanan  to  the  mouth  of  Fork  Rim. 

3d.  The  construction  of  the  canal  up  Fork  Run  to  the  summit-level,  1,700  feet  above 
tide,  under  the  Tuckahoe  and  Katis  Mountains,  by  a  tunnel  of  7f  miles  loug,  and  thence 
down  the  valley  of  Howard's  Creek  to  the  Greenbrier  River. 

4th.  The  slack-water  improvement  of  the  Greenbrier.  New.  and  Kanawha  Rivers  to 
Paint  Creek  Shoals  (with  occasional  short  canal  to  avoid  expensive  location  of  dams). 

5th.  The  open  sluice-dam  improvement  of  the  Kanawha  River  from  Paint  Creek 
Shoals  to  its  junction  with  the  Ohio  River. 

Concerning  this  project,  the  board  is  required  to  report  upon  "all  questions  of  prac- 
ticability, plan,  and  probable  cost,  for  a  water  communication  to  the  Ohio  by  the  wag  of  the 
James  and  Kanawha  Rivers,  together  with  the  probable  time  required  for  its  completion,  and 
the  cost  of  maintenance  when  built." 

On  the  first  point — practicability  of  a  water  communication — a  resolution  adopted 
unanimously  shows  the  sense  of  the  board: 

"Resolved,  That  in  the  opinion  of  this  board  it  is  entirely  practicable  to  connect  the 
waters  of  the  James  and  Ohio  Rivers  by  a  water  navigation  of  7  feet  in  depth." 

In  this  connection  we  remark  that  the  route  from  Richmond  as  far  as  Covington 
(243.77  miles)  is,  from  the  first-named  place  to  Buchanan,  1961  miles,  an  established 
work,  to  be  merely  enlarged;  aud  between  Buchanan  and  Covington  (47.27  miles)  a  par- 
tially executed  work.  There  could  be  no  doubt  of  the  practicability  of  enlargement, 
unless  some  unusual  obstacle  iuterposed;  on  the  contrary,  we  are  assured  by  the  en- 
gineers in  whose  charge  the  existing  work  now  is,  and  to  whom  it  is  thoroughly  well 
known,  that  not  only  is  enlargement  practicable,  but  that  it  has  been  carefully  esti- 
mated for. 

The  remaining  portion  of  open-eanal  ronte  between  Covington  and  the  Greenbrier  has 
been,  almost  throughout  its  whole  length,  examined  by  the  hoard,  and  it  is  their  opin- 
ion that  it  is  as  practicable  to  make  the  open-canal  part  as  in  parts  where  the  work 
has  been  already  executed. 

With  regard  to  the  tunnel,  as  presented  to  us,  it  is  of  about  the  same  length  as  the 
Mont  Cenis  tunnel:  and  it  has  a  very  great  advantage  over  this,  that,  whereas  that 
was  wholly  driven  from  the  ends,  the  proposed  tunnel  will  be  driven  from  shafts  of 
moderate  height  and  at  distances  seldom  exceeding  one  mile.  The  rock,  too,  is  of  a 
material  very  easily  excavated. 

With  regard  to  the  proposed  reservoirs  on  Anthony's  Creek  and  Meadow  River,  the 
question  of  practicability  depends  solely  upon  that  of  building  dams  of  the  required 


1 8  APPENDIX. 

it  is  admitted  that  further  surveys  are  necessary  to  the  final  adjustment  of  these  plans. 
The  engineer  in  charge  states  officially  to  the  hoard,  "I  would  not  build  damson 
bowlders.  1  >ut  I  have  no  doubt  of  our  ability  to  carry  the  work  through  the  New  River  sec- 
tion successfully  by  the  use  of  the  ultimate  resort  of  a  canal  at  points  where  others  fail." 

As  four  of  the  New  River  dams  (beside  several  others)  are  iu  the  projects  before  us 
founded  where,  as  yet,  the  bed-rock  has  not  been  discovered,  the  above  statement  is 
conclusive  that  the  plans  need  revision.  As  there  is  not  complete  uuauimity  (as  be- 
fore observed)  concerning  the  success  of  the  slack- water  method  of  navigation  in  this 
locality,  the  objection  to  it  must  be  left  for  discussion  in  the  individual  reports. 

On  the  third  point  submitted  to  the  board,  viz,  the  probable  cost,  the  resolution  ot 
tin-  board,  "That,  in  the  opinion  of  the  board,  the  water-liue  by  the  James  River  and 
Kanawha  route,  with  seven  feet  depth,  may  be  completed  in  six  years  at  a  cost  of  not 
more  than  §60,000,000,  allowing  an  unusually  broad  margin  for  contingencies,  which 
cannot  be  accurately  measured.  The  cost  may  reasonably  be  expected  to  be  within 
$55,000,000,  and  possibly  not  exceed  $50,000,000,"  expresses  the  sense  of  the  majority 
of  the  board  both  as  to  probable  cost  and  time  of  completion. 

It  has  already  been  stated  that  the  estimates  submitted  by  the  engineer  have  been 
revised,  and,  in  general,  deemed  adequate  to  the  work  proposed;  indeed,  the  only  in- 
crease in  the  scale  of  prices  has  been  a  moderate  one,  applied  to  the  summit  tunnel,  at 
the  recommendation  of  one  of  our  members  whose  experience,  has  made  him  particu- 
larly authoritative  on  this  subject.  One  of  the  members  of  the  board  does  not  concur 
in  the  above  specified  probable  cost,  his  dissent  being  founded  ou  non-cone urre nee  in 
the  portion  of  the  plans  which  involve  slack-water  navigation,  and  on  the  necessity  of 
doubliug  the  locks,  or  increasing  with  their  dimensions  those  of  the  canal  prism,  in 
order  to  accommodate  the  expected  traffic. 

Concerning  the  fourth  and  last  point  submitted,  viz,  '-The  benefits  to  commerce  to  be 
derived  from  the  construction  of  such  a  work,"  the  board  can  only  speak  in  general 
terms.  Indeed  it  cannot  be  expected  of  its  members,  most  of  whom  are  little  conver- 
sant with  the  statistics  of  commerce  and  with  those  intricate  details  which  are  in- 
volved in  questions  merely  of  profit  on  capital  invested,  to  speak  otherwise  than  in 
general  terms.  In  such  terms  the  following  resolution  expresses  the  uuauimous  opin- 
ion of  the  members:  "In  the  opinion  of  the  board  this  route  presents  extraordinary 
claims  as  the  measure  of  relief  to  the  population  of  the  Western  States,  in  furnishing 
them  for  their  bulky  productions  cheap  transportation  to  a  market,  and  for  fostering 
the  commerce  of  the  United  States,  by  developing  immense  mineral  resources  now 
neglected." 

A  glance  at  the  map  of  the  United  States  east  of  the  Rocky  Mountains  shows  that  the 
northern  frontier  is  skirted  by  the  great  lakes  and  the  St.  Lawrence  River,  furnishing, 
with  the  adjunct  of  the  Erie  Canal,  water  transportation  to  the  seaboard  to  the  entire 
northern  border.  The  Mexican  Gulf  forms  the  southern  boundary,  and  by  aid  of  the 
rivers  which  it  receives,  and  especially  by  the  Mississippi,  furnishes  water-transporta- 
tion to  the  regions  through  which  these  rivers  ramify ;  on  the  other  hand,  there  is  a  great 
•central  region  for  which  these  routes  to  the  seaboard  and  a  market  are  too  long.  If 
we  regard  the  Mississippi  River  as  a  great  north  and  south  or  meridian  line  of  trans- 
portation bisecting  the  country,  as  distinguished  from  the  lakes  and  the  Gulf,  which 
skirt  the  northern  and  southern  boundaries,  we  shall  find  that  while  this  great  central 
axis  sends  out  to  the  westward  its  numerous  great  and  parallel  arms  to  the  foot  of  the 
Rocky  Mountains,  by  which  it  draws  to  itself  the  freight-commerce  of  this  vast  region, 
it  directs  one  single  central  arm — the  Ohio — to  the  eastward  and  toward  the  Atlantic 
seaboard;  and  that  the  natural  and  shortest  prolongation  of  this  arm  to  the  Atlantic 
seaboard  is  the  Kanawha,  and  by  implication  the  "central  water-line"  upon  which 
we  are  called  to  report.  With  these  general  remarks,  wre  believe,  we  may  in  this  re- 
port dismiss  the  subject,  referring  for  statistics  especially  relating  to  i  t  to  the  numerous 
printed  documents  and  to  appended  statements  of  several  of  the  individual  members. 

It  could  hardly  be  expected  that  on  all  points  connected  with  so  vast  a  project  there 
should  be  perfect  unanimity.     Hence,  while  unanimous  in  the  foregoing,  the  several 
members  deem  that  the  full  exhibition  of  their  several  views  requires  individual  ex- 
pressions of  opinion,  which  will  be  appended  to  this. 
Respectfully  submitted. 

J.  G.  BARNARD, 
Colonel  of  Engineers  and  Brevet  Major  General,  U.  S.  A. 
BENJ.  H.  LATROBE, 

Civil  Engineer. 
Q.  A.  GILLMORE, 
Lieutenant-Colonel  of  Engineers,  Brevet  Major-General. 
WM.  P.  CRAIGHILL, 
Major  of  Engineers,  Brevet  Lieutenant-Colonel. 
G.  WEITZEL, 
Major  of  Engineers,  Brevet  Major-General,  U.S.A. 
THOMAS'  TURTLE, 
First  Lieutenant  of  Engineers,  Recorder. 


APPENDIX. 


19 


M9}B.ii  -iiOl 


CM        CM        CM        CM        CM         CM 


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20 


APPENDIX. 


Statement  showing  the  average  freight-charges  by  steamboat  from  Saint  Louis  to  Ntw  Orleans- 
during  the  seven  years.  1866  to  1^'7'i,  inclusive. 


Year. 


186G. 

1867. 

1868. 

1869. 

1870. 

1871. 

C<  nts. 

Cen  ts. 

Cents. 

Cents. 

Cents. 

Cents. 

244 

31 

17 

17  1-10 

22  1-5 

* 

75 

92  1-5 

51 

46J 

64 

68 

23  7-10 

28| 

16 

16 

20| 

20 

23  7- Hi 

28} 

16 

16 

20J 

20 

13  1-5 

16£ 

9 

9  1-10 

11! 

U4 

41  1-5 

514 

28  1-5 

28* 

37 

36 

41  1-5 

514 

28  1-5 

28* 

37 

36 

114 

141 

86 

71 

104 

106 

114 

141 

86 

71 

104 

106 

41  1-5 

: 

28  1-5 

28J 

37 

36 

41  1-5 

m 

28  1-5 

28i 

37 

454 

1872. 


Wheat. 
Flour.. 
Corn. . . 
Rye.... 
Oats... 
Bacon  . 
Hams  .. 
Pork  . . 
Beef  . . . 
Lard... 
Hay.... 


.  per  bushel . 
.  per  barrel, 
.per  bnshel. 

do 

do 

.per  100  lbs. 

do 

..per  barrel. 

do 

.per  100  lbs. 
do 


Cents. 

714 

20 
20 
114 
36f 
36§ 
108 
108 
36f 
46 


Note. — This  table  was  prepared  by  George  H.  Wagni      -       etary  of  the  Union  Merchants'  Exchange 
of  Saint  Louis. 

*  None  shipped. 


The  following  table  was  prepared  for  the  committee  by  Messrs.  J.  H. 
Ashbrklge  &  Co.,  merchants  of  New  Orleans: 

Statement  showing  rates  of  freights  for  corn  from  New  Orleans  to  Liverpool  during  the  past 

five  years.* 


Month. 


January  . . . 
February  . . 

Mar«h 

April 

May 

June 

July 

August 

September . 
October... 
November  . 
December.. 


Descrip 
tion. 


Bulk... 
Sacks.. 
Bulk... 
Sacks.. 
Bulk... 
Sacks.. 
Bulk  . . 
Sacks.. 
Bulk... 
Sacks. . 
Bulk... 
Sacks.. 
Bulk... 
Sacks.. 
Bulk... 
Sacks.. 
Bulk... 
Sacks.. 
Bulk... 
Sa-cks.. 
Bulk... 
Sacks.. 
Bulk... 
Sacks.. 


1869. 


Steam. 


No  quotation.. 

...do  

...do  

12 

No  quotation.. 

11 

No  quotation.. 

9 

No  quotation.. 

...do  

10 

No  quotation.. 

do 

do 

do 


So 
.do 
.do 
.do 

do 

do 
.do 
,do 

do 


Sail. 


Steam. 


No  quotation. 
12d 

No  quotation. 

104 

No  quotation . 
10 

No  quotation . 


No  quotation. 
8J 

No  quotation. 


?4- 


No  quotation., 
do 


do 
.do 
.do 
.do 

.do 
do 

.do 
do 
do 
do 
do 


No  quotation . .  I do 


UO 

do 
So 
do 
do 
do 
do 

12 [....do 

10! .--do 

No  quotation . .  | do 


do 
do 
.do 
do 
.do 
.do 
.do 


Sail. 


9!d 

No  quotation. 

10 

No  quotation. 

..do 

...do 

...do 

...do 

104 

No  quotation. 

104 

No  quotation. 
...do 


.do 
do 
.do 

.do 

ao 

do 
.do 
.do 

do 


104 

No  quotation. 


1871. 


Steam. 


:  The  quotations  of  rates  in  this  table  are  expressed  in  English  sterling  money. 


APPENDIX.  21 

Statement  showing  rates  of  freights  for  corn  from  N<  w  Orleans  to  Lirerpool,  $c. — Continued. 


Mouth. 


January  . . . 
February . . 

March 

April 

May 

June 

July 

August 

September. 

October 

November  . 
December  . 


Descrip- 
tion. 


1872. 


Sail. 


Steam. 


Sail. 


Bulk...    10i 12 

Sacks..    No  quotation ..  j  No  quotation. 

Bulk...    10i 12 

Sacks..'  No  quotation . .    No  quotation. 

Bulk...!. ...do !  HJ 

Sacks . . do No  quotation . 

Bulk...;  10  and  15 10 

Sacks..'  No  quotation..    No  quotation. 

Bulk...    9} 8| 

Sacks..    No  quotation. .    No  quotation. 

Bulk. .J  9| do 

Sacks..!  Noquotation do 

Bulk...|  9i do  .. 

Sacks.. |  Noquotation do 

Bulk  ...... do 

Sacks.,  i do 

Bulk...  ....do 

Sacks do 

Bulk...  ....do 

Sacks do 

Bulk do 

Sacks.. do 

Bulk...    10* 

Sacks.. |  Noquotation 


1873. 


Steam. 


lOJrf Noquotation. 

Noquotation do 

10 ....do 

No  quotation..! do 

9} ....do    

Noquotation.. do 

9 )  16 

Noquotation..'  Noquotation. 
8J do 


No  quotation . . 
10 

Noquotation.. 
lOi 

No  quotation.. 

"4 
Noquotation.. 

lljrf 

No  quotation 

13J 

Noquotation 

13± 

Noquotation 

do 

do 


...do 

15 

11 

14 

11 

13 

Noquotation. 

14 

Noquotation. 

14  

Noquotation. 

14   

Noquotation. 

13| 

No  quotation . 


Sail. 


No  quotation. 

Do. 

Do. 

Do. 

Do. 

Do. 
15. 

No  quotation. 
15. 
No  quotation. 

Do. 

Do. 
12. 

No  quotation. 
12. 
No  quotation. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 


Nam  her  of  bushels  of  corn  exported  from  New  Orlea  ns  to  Europe  each  month  during  the  year  1872 . 

[Prepared  for  the  United  States    Senate  Committee'  on  Transportation,  by  the  Collector  of  Customs  a 

New  Orleans.  1 


Month. 


Bushels. 


January  . . 
February  . 

March 

April 

May 

June 

July 


Month. 


4,  353    '  August 

33,  669      September . 
21,448      October. 


80,600 
323,  772 
141,  818 
113,  590 


November 
December.. 


Total . . 


Bushels. 


46,326 
68,590 
103,  899 

74,  017 


1,  012,  082 


Monthly  receipts,  exports,  and  prices  of  grain  at  Saint  Louis  for  two  years. 

WHEAT. 


Month. 


Receipts. 


1872. 


January 

February 

March , 

April 

May 

June  

July 

August 

September !     1 ,  091,  375 

October ;        997,  493 

November i        465, 107 

December  1        254,312 

By  wagons !        310,  075  i 


Bushels. 
224.  396 
216, 143 
388, 195 
476,  547 
324,  777 
166,  591 
271,  459 
821,  517 


Bushels. 
278,  017 
287,  011 
464,  167 
388,  946 
513,  419 
386,  663 
1  222  727 
1,  084^  617 
929.  869 
681, 135 
405,  300 
329,  018 
341,  021 


Total 6,007,987!     7,311,910 

In  store  January  1 '        525,  977  ;        329,  746 


Total 6,533,964       7,641,656 


Month. 


January  ... 
February  . . 

March 

April 

May 

June 

July 

August 

September  . 

October 

November  . 
December.. 


Exports. 


Bushels. 
79,  362 
58,  669 
71,  607 
51,  667 
79, 491 
41,  376 
65,  274 
137,  422 
113,  506 
91,068 
67,  607 
61,  428 


1871. 


Total 918,477 

On  haud  December  31 ....  I        637,  388 
Ground  In  city  mills 4,  978,  099 


Total...... 6,533,964 


Bushels. 

26,365 

34,  390 

6,741 

5,344 

5,580 

56,536 

383,  347 

113, 760 

165,  702 

94,839 

93,  725 

62,  203 


1,  048,  532 

525,  977 

6,  067, 147 


7,  641,  656 


22 


APPENDIX. 
Receipts  of  wheat  for  twenty-three  years. 


Tear. 

Bushels. 

Tear. 

Bushels. 

Tear. 

Bushels. 

1850      

1,  794,  721 
1, 712,  776 

1,  645,  387 

2,  075,  872 
2, 126,  272 

3,  312,  854 
3,  747,  224 
3,  218,  410 

1858 

1859 

3,  835,  759 
3,  568,  732 
3,  555,  871 

2,  654,  787 

3,  559,  336 

2,  621,  020 

3,  315,  828 
3,  452.  722 

1866 

4,  410,  305- 

1851 

1867 

3,  571,  593 

1852     

1860 

1868 

4,  353,  591 

1853 

1861 

1862 

1869 

6,  736,  454. 

1854 

1870 

6,  638,  253 

1855 

1863 

1871 

7,311,91ft 

1856 

1864 

1872 

6,  007.  987 

1857 

1865 

Exports  of  wheat  for  tight  years. 


Tear. 

Bushels. 

Tear. 

Bushels. 

Tear. 

Bushels. 

1865 

67,710 
635, 818 
321, 888 

1868. 
1  1869. 
1  1870. 

542,  234 

1,  715,  005 

634,  562 

'  1871. 
i  1872. 

1,  048.  532 

1866 

918,  477 

1867 

Prices  of  wheat  on  the  first  day  of  each  month. 


1872. 

White. 

Tied. 

Spring. 

No.  1. 

No.  2. 

No.  3. 

No.  1.      No.  2.      !       No.  3. 

i 

No.  4. 

No.  1. 

No.  2.       No.  3. 

|                      1 

$1  63             $1  54   $1  44  a  1  46 

...,1  C8al  69  1              1  60 

1  80    1  75  a  1  76  I*             1  70 

1  90  >              1  82 

$1  40 
1  55 
1  66 
1  75 

$1  26  a  1  28 

1  30 

1  39 

1  39al  40 

1  38a  1  40 

1  40 

$1  23 

February  

$1  75 
1  75 
1  97 

$1  65 
1  72 

1  85 

2  20 
2  15 

$1  58 
1  65 
1  82 

1  27 
1  36 

2  00     2  20              2  10  j              1  96 
2  00  1  2  05               2  00  !               1  80 

1  83    

1  75   $1  50 

1  43 

1  55; 

1  53  I  . 

1  50 

1  60  a  1  70 
1  65 
1  85 
1  75 
1  90 

1  60  a  1  65 

September 

1  75 
1  90 

1  95 

2  00 

1  55  ]  1  75 

1  75  : 

•  1  65     1  50  a  1  55 

1  82  a  1  85                1  70 
1  80  '  1  60  a  1  63 
1  90     1  71a  1  73 

1  40 

1  50    

1  25  a i  26 

1  24  a  1  25 

1  11 

1  16 

1  15 

November 

December 

1  65 

1  75 

1  90 

2  00 

1  35 

1  50 

1  02 
1  07 

CORN. 

Monthly  receipts  and  exports  at  Saint  Louis  for  two  years. 


Months. 


1872. 


Bushels. 

January 780,772 

February 681,625 

March 1,071,742 

April !  1,  269,  339 

May 1,387,046 

June I  1,  504,  662 


July 

August 

September . 

October 

November  . 
December.. 
By  wagons  . 


778,  405 
598,  898 
243,  009 
412, 153 
478,  690 
231,  970 
41,  075 


Bushels. 

207,  055 
287,  695 
675,  830 
694,  302 
715,770 
802.105 
714,  902 
322,417 
210,  548 
335,  355 
222,447 
562,  735 
139,  573 


Total I     9,479,387  1     6,030,734 


On  hand  January  1 . 


124,  921 


19,  765 


Months. 


1872. 


Bushels. 

January 529,675 

February 473,753 

March '  1,028,036 

April 1,123,538 

May !  1.  365,  430 

June !  1,089,266 


July. 

August 

September . 

October 

November  . 
December  - 


753,  043 
496,  645 
349,  745 
324,  028 
337,  347 
159,  233 


Total 8,029.739 

On  hand  December  31 ... .  181,115 

Ground  into  meal '  1,111,324 

City  consumption I  282, 130 


Total 9,604,308 


Total 9,604,308 


Bushels. 
132,  815 
250,  399 
478,  975 
538,  505 
572,  015 
715,  046 
544,  023 
271, 140 
195,  070 
200,  790 
196,982 
365,  089 


4,  469,  819 
124,  921 
853,  672 

602,  U57 


6,  050,  499 


APPENDIX. 

Receipts  of  com  for  seventeen  years. 


23 


Tear. 

Bushels. 

Tear. 

Bushels. 

Tear. 

Bushels. 

1872 9,479,387 

1866 

7,  233,  671 
3, 162,  310 
2,  369,  500 
1,361,310 
1,734,219  '' 
4,  515,  040 

1860 

4,  249,  729 

1,  639,  857 

892, 104 

1871 6-  1)31)  734 

1865 

1859 

1870 

4,  708,  838 

1864 

1858 

1869 

2,  395, 713 
2,  800,  277 
5, 155,  480 

1863 

1857 

2,  485,  786 
938,  546 

1868  . . . 

1862 

1856     . 

1867 

1861 

Exports  for  eight  years. 


Tear. 

Bushels. 

Tear. 

Bushels. 

Tear. 

Bushels. 

1872 

8,  079,  730 
4,  469,  849 
3,  630,  060 

1  1869 

1,  298,  8C3 
1,611,618 
4,  318,  937 

1866 

6,  757, 199 
2,  591, 158 

1871 

1868 

I86J 

1870 

1867 

Prices  of  corn,  in  bulk,  on  the  first  day  of  each  month. 


Mouths. 


No.  2  mixed. 


No.  2  yellow    No.  2  white 
mixed.  mixed. 


January $0  42 

February 40    a  41 

March 40   a  404 

April 40J  a  41 

May 46    a  47 

June  4<Ha47 

July 38    a  39 

August 39 

September 35 

October 38 

November 33 

December 32    a  321 


OATS. 
Monthly  receipts  and  exports  at  Saint  Louis  for  tiro  years. 


Months. 


1872. 


1871. 


Bushels.  Bushels. 

January .  300,178  137,154 

February !  286,983  292,969 

March |  361,556!  337,686 

April 311,204!  346,915 

May 732,  710  !  435,  319 

June 835, 159  i  369,209 

July 360,715'  697,102 

August 617,540  433,663 

September I  424,  796  539,  629 

October .  623,885  342,580 

November 361,450  ;  228,776 

December 201,624  !  188,097 

By  wagons j      50,000'  9,000 

Total  5.467,800  '4,358,009 

Stock  January  1 1     238,  087  j      89,  702 

Total 5,705,887   4,447,801 


Months. 


1872. 


Bushels. 

January I     117, 439 

February :      95, 172 


March. 

April 

May 

June 

July , 

August 

September 
October  ... 
November. 
December . 


294,  828 
290,  481 
511,  345 
634,  089 
361,  266 
325,  387 
237,  490 
282,  470 
215,  226 
99,  401 


Bushels. 

92,963 
186,  652 
230,  833 
245,  997 
288,  610 
272,  902 
266,  942 
264, 118 
230,  648 
202,  806 
145,  306 

56,  803 


Total 3,  464,  594 

City  consumption ;2,  062,  756 

Stock  December  31 178,  537 


Total 5,705,887 


2, 484,  582 

1,  725, 132 

238,  087 


4,  447,  801 


24 


APPENDIX. 

Receipts  of  oats  for  seventeen  yean 


Tear. 

Bushels. 

Tear. 

Bushels. 

1872  

5,  467,  800 
4,  358,  099 
4,  519,  510 
3,  461,  814 
3,  25ft,  132 
3.  445,  388 

3,  568,  253 
4, 173,  227 

4,  105,  040 

1863 

3,  845,  877 
3,135,043 
1  735  157 

1871 

1862 

1870 

1861 

1869 

I860 

1,832  634 

1868 

1859 

1  267  624 

1867 

1858 

1,  690  010 

1866 

1857... 

1,624  158 

1865 

1856 

1,  029,  908 

1864 

Export*  for  eight  years. 


Tear. 

Bushels. 

Tear. 

Bushels. 

2 
187" 

3,  467,  594 

2,  484.  582 

3,  141,  744 
2,  'JOS,  002 

1868 

1,  925,  579 

187 

1867 

2,  244,  756 

187y 

1866   

2,  624,  044 

186 

1865 

3,  083,  864 

Prices  of  oats  on  the  first  day  of  each  month. 


Months. 


January  . 
Feliruary 
March  ... 

April 

May 

June 


No.  2  mixed. 


Per  bushel. 
)  37  to  $0  37J 


—  to 

—  to 
36  to 

—  to 

—  to 


37*. 
37 

364 
43J 

421 


Ko.  2  white. 

Per  bushel.     ] 

37  to  $0  37*  j 

—  to 

38* 

—  to 

37 

—  to 

37      i 

—  to 

45     ' 

—  to 

43    ! 

Months. 


No.  2  mixed. 


July 

August . .  - 
September 
October... 
November 
December 


Per  bushel. 
1  29  to  $0  29* 


—  to 
24  to 
27*to 

—  to 
24Jto 


32 
25 

28 

25* 

25" 


No.  2  white. 


Per  bushel. 

—  to  $0  31 

—  to        34 

—  to 

—  to 

—  to 

—  to 


28 
29 
26* 
26 


EYE. 


Monthly  receipt*  and  exports  at  Saint  Louis  for  two  years. 


Mouths. 


January 

February. . 

March 

April 

May 

June 

July 

August  

September 

October 

November. 
December . 
By  wagons 


Total 377,587 

Stock  January  1 48,601 


Bushels. 

48,  691 

30,  078 

44,  022 

37,  060 

19,  831 

15,  466 

8,526 

29,  704 

50,617 

57,  80.". 

18,  965 

9,776 

1,016 


1871. 


Total 426,188       377,579 


Bushels. 

7,213 
13.  382 
20,  248 
33,  822 
19,  960 
16,  347 
44, 166 
37,  625 
33,  047 
69,  631 
36,  347 
36,  048 

6,500 


374,  336 
3,243 


Months. 


Jauuary 

February 

March 

April 

May 

June 

July 

August 

September 

October 

November 

December 

Total 

Stock  December  31 
City  consumption  . 

Total 


Bushels. 
8,073 
8,824 
20,  990 
18,211 

14,  830 
7,  782 
5,201 
9,418 

15,  474 

16,  503 
12,  969 
11,  933 


1871. 


150,  208 
134,  645 
141,  335 


Bushels. 
1,542 
4,286 
9,013 
20,  873 
11,973 

12,  894 
19,710 
16,  500 

13,  347 

14,  203 
10,  865 

3,550 


138,  756 
48,  601 
190,  222 


426, 188         377,  579 


APPENDIX. 

Receipts  of  rye  for  sixteen  years. 


Export*  for  eight  years. 


Prices  of  rye  on  tin  first  of  <  ich  month. 


25 


Year. 

Bushels. 

Year. 

Bushels. 

1872 

377,  587 

374,  336 
210,  542 
266,  056 
367,  961 
250,  704 

375,  417 
217,  56s 

1864 

140,  533 

1871 

1863 

205,  918 

1870  ..                  

1862  

253,  552 

1869 

1861 

117,  080 

1868 

1860 

159,  974 

1867 

185!) 

123,  058 

1866  

1858 

45,900 

1865 

1857 

30,442 

Year. 

Bushels. 

Year. 

Bushels. 

1872   

i  50,208 
L38,  756 
100,  254 

lid,  947 

1868 

192,  555 

1871   .. 

1867   

56,  076 

1870 

1866 

225,  460 
32,445 

1869  

1865 

Months. 


January  . 
February 
March  ... 
April 

May 

•June 


No.  2. 


Months. 


73 

cts. 

77.', 

its. 

82 

cts. 

77 

cts. 

83 

cts. 

80 

cts. 

July 

August  . . . 
September 
October... 
November 
December 


No.  2. 


60  cts. 
60  cts. 

54  cts. 
03  cts. 

55  cts. 
62  cts. 


BARLEY. 

Monthly  receipts  and  exports  at  Saint  Louis  for  two  years. 


RECEIPTS. 


Months. 


Months. 


January  . . . 
February . . 
March  .". . . 

April 

May 

June , 

July 

August 

September 
■October  . . . 
November 
December. 
By  wagon. 


Bushels. 

63,  412 

64,  980 
95,  972 

132,  167 

46,  286 

6,  034 

1,465 

30,  552 

123,  778 

393,  699 

210,974 

75, 167 

10,  000 


Total 1,320,748,     939,133 


Bushels. 
21,569 

29,  762 

54,  679 

73,  504 

29,  056 

10,  113 

14,  292 

70,  534 

209,  205 

217,  462 

119,319 

30,722 

5,000 


Total  !     1,263,486  :     876,217 

Stock  January  1 66,  262  ,      62, 916 


January  .. 
February  . 

March 

April 

May 

June  

July 

August  .. 
September 
October  ... 
November 
December. 


1872. 

1871. 

Bushels. 

Bushels. 

3,  425 

1,773 

7,398 

5,990 

3,412 

8,  219 

4.978 

6,667 

4,773 

4,459 

4,044 

1,134 

3,  528 

2, 102 

3,  451 

4,552 

4,  564 

10,  108 

16,304 

7,932 

22,  375 

7,141 

9,314 

2,766 

Total '  87,566  62,843 

City  consumption  <    1,111,557        810,028 

Stock  December  31 J        130,625  66,262 


Total 1,329,748;       939,133 


Receipts  of  barley  for  twelve  years. 


Year. 

Bushels. 

Year. 

Bushels. 

Year. 

Bushels. 

1872 

1,  263,  486 
876,217 

778,  518 
757,  600 

j  1868 

634,  591 
705,  215 
54S,  797 
846,  230 

1864. 

326,  060 

1871 

1867 

1863 

182,  270 

1870 

1866 

!  1865 

1862  

1861  

290,  925 

1869 

201,  434 

26 


APPENDIX. 
Exports  for  eight  yean 


Tear. 

Bushels. 

Tear. 

Bushels. 

Tear. 

Bushels. 

1872 

87,  566 
62,  843 
70,  451 

1869 
1868 
1867 

57, 134 
64,  426 
55,  720 

1  1866     

89  751 

1871 

1865  

50,  000 

1870 

Prices  of  barley  on  the  first  of  each  month- 


Months. 

Prime  to  choice 
spring. 

Prime  to  choice 
winter. 

Months. 

Prime  to  choice 
spring. 

Prime 

to    choice 

winter. 

$0  67Jto$0  68 

$0  65to$0  75 
75  to       85     ; 
75  to       — 
75  to       80 
80  to       82J 
—  to        75 

July 

62Uo       — 
61  "to       — 
—    to       75 
55   to       70 

September 

$0  45  to  $0  60 
75  to       90 
65  to       85 
45  to       75 

April 

May 

$0  72 

December 

Average  monthly  prices  of  wheat  per  bushel,  at  Winona,  Minnesota,  from  A.  D.  1859  to  A. 

1).  1872,  inclusive. 

[Prepared  for  the  use  of  the  United  States  Senate  Committee  on  Transportation,  by  D.  Sinclair,  esq.,  of 

"Winona,  Minnesota,] 


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65.5 

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61.8 

65.  5 

82 

74.5 

77.8 

69 

75.6 

1863 

89.2 

99.2 

95.2 

95.4 

1  05 

1  06.  2 

94 

70.7 

78.4 

85.5 

84.2 

84.8 

1861 

94.5 

89 

89.6 

95 

98 

1  19.8 

1  81.~5 

1  64.2 

1  53 

1  19.2 

1  32.4 

1  27 

1865 

1  22 

1  09 

89.2 

82.5 

88.4 

90.7 

81.7 

96.8 

1  08 

1  18.2 

1  12.4 

98 

1866 

94.4 

94 

1  02.7 

1  10.8 

1  40 

1  76.2 

1  65 

1  57 

1  58.7 

1  54.  2 

1  57.5 

1  68 

1867 

1  83 

1  77.5 

1  95 

2  34.2 

2  55 

1  77 

1  72 

1  61.2 

1  53 

1  72.8 

1  64.7 

1  65.7 

1868 

1  88.5 

1  81.2 

1  70 

1  80 

1  97.7 

1  78.7 

1  59 

1  50 

1  33 

1  13 

95 

97 

1869 

96.8 

1  00 

86.2 

86.2 

1  03.4 

1  04.2 

1  18 

1  19.5 

1  03.5 

81.8 

71 

66 

1870 

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68.5 

68.7 

65 

84.2 

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1  05 

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86 

87.2 

83.6 

87.5 

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1  08 

1  09 

1  10 

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1  18 

1  03 

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1872 

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1  13.7 

1  15 

1  17.7 

1  46 

1  28 

1  10 

1  11 

1  04.  7 

1U 

1  05 

1  05 

Average  monthly  prices  of  No.  2  spring  wheat  at  Milwaukee. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  "William  J.  Langston,  esq. 
secretary  of  the  Board  of  Trade  of  Milwaukee.) 


January $122  25 

February 124  25 

Maich 123  50 

April j  126  37 

May ■  146  37 

June 138  50 

July i  123  25 

August :  130  87 

September 120  62 

October 113  00 

November 118  75 

December 114  37 


Currency 


t  Gold. 


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33 


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APPENDIX. 


35 


Mates  of  freight  on  shipments  of  grain  from  Chicago  to  New  York  by  water  (lake  and  canal) 

from  1866  to  1872,  inclusive. 

[Compiled  from  auditor's  tables.] 


Months. 


Eate  in  cents  per  bushel. 


1868.     1869.     1870.     1871.     1872. 


April 

•May  

•June 

July 

August 

September  . 

-October 

November 


18 
21 

•J.! 

22 

27 
31 
28 


Hates  of  freight  on  shipments  of  grain  from  Chicago  to  Neic  York,  by  lake  and  rail,  from  1868 

to  1872,  inclusive. 

[From  report  of  Chicago  Board  of  Trade.] 


Months. 

Kate  in  cents  per  bushel. 

1868. 

1869. 

1870. 

1871. 

1872. 

28 
26 
25 
25 
26 
33 
34 
35 

26 
25 
25 
23 
20 
22 
27 
36 

22 
20 
21 
20 
20 
23 
25 
29 

22 
21 
21 
22 
24 
28 
32 
32 

25 

23 

Julv 

23 

23 

32 

37 

38 

Bates  of  freight  on  grain  and  other  fourth-class  freights  from  Chicago  to  New  York  by  the 
all-rail  lines,  1860  to  1872,  inclusive. 

j  Prepared  for  the  Senate  Committee  on  Transportation,  by  Mr.  C.  M.  Gray,  general  freight  agent  Lake 
Shore  and  Michigan  Southern  Railway  Company/] 


Months. 


Kate  in  cents  per  100  pounds. 


1860.     1861.     1862.    1863.    1864.    1865.     1866.     1867.     1868.     1869.     1870.     1871.     1872, 


January . . . 
February  . 

March 

April 

May 

June 

July 

August 

September 

October 

November. 
December. 


60 

55 
50 
45 
4'" 
4(1 
45 
45 
55 
60 
65 
65 


60 

65 

57J 

60 

55 

50 

45 

45 

55 

BO 

95 

95 


95 
100 
85 
65 
55 
50 
50 
55 
70 
85 
95 
105 


105 
105 
85 
80 
70 
67 
60 
60 
55 
75 
95 
110 


110 
110 
100 
75 
75 
75 
87 
80 
95 
95 
115 
160 


160 

100 

160 

100 

70 

70 

70 

70 

70 

95 

130 

130 


80 
70 
70 
70 
55 
60 
65 
65 
85 
100 
105 
90 


36 


APPENDIX. 


Monthly  average  price  of  No.  2  spring  wheat  at  Chicago,  1868  to  ld/"2,  inclusive. 

[Compiled  from  Chicago  Board  of  Trade  Report.] 


Mouths. 


1868. 


1869. 


1870. 


1872. 


January.. 
February. 

March 

April 

^May 

June 

July 

August  . . . 
September 
October  ... 
November 
December 


$2  03.  7 
2  01.4 
1  95 

1  95.  9 

2  02.3 
1  91.5 
1  84 

1  72.2 
1  54 
1  29.2 
1  12 
1  14.2 


$1  14.  5 
1  15.8 
1  12 
1  11.5 
1  07.2 
1  16.2 
1  31.4 
1  38.2 
1  23.3 
1  01.8 
88.8 
84.3 


$0  78.  9 
81 

77.4 

80.3 

95.4 

1  09.5 

1  12 

1  08.9 

99.2 

1  05.9 

1  01.4 

1  05.5 


$1  16.  7 
1  23.7 
1  25.6 
1  27.5 
1  27.2 
1  28 
1  18.1 
1  10.1 
1  17.3 
1  18.1 
1  20.3 
1  19 


$1  23. 1 
1.  24.  7 
1  21.7 
1  24.7 
1  47.9 
1  42.5 
1  25 
1  36 
1  21.  2 
1  12.5 
1  07 
1  14 


Monthly  average  price  of  western  mixed  corn  at  Chicago,  1868  to  1872,  inclusive. 
[Compiled  from  Chicago  Board  of  Trade  Report.] 


Months. 


January . . . 
February. 

March 

April 

May 

June 

July 

August  ... 
September 
October... 
November 
December. 


85.6 

80 

83.1 

81.8 

88.4 

85.4 

88.5 

97.4 

94 

86.4 

76.1 

63.5 


1869. 


1870. 


56.1 
59 


53.8 

57.7 

61.9 

80.5 

90.4 

83.9 

67 

73.4 

76 


71.9 

70.2 

71.5 

82.1 

87 

83.1 

82.7 

73.8 

03.9 

59.7 

00.9 

50.3 


1871. 


47.3 

51.9 

53.9 

54.2 

53.8 

53.3 

51 

45.3 

46.6 

47.1 

46.1 

41 


1872. 


40.8 

40.4 

37.6 

40.  2. 

46 

44.2 

41 

41.4 

36.2 

32.3 

31.7 

30.8 


Statement  of  through-charges  per  ton  per  mile  on  grain  and  fourth-class  freight  from  Chicago 
to  New  York,  all-rail,  D63  miles,  via  Michigan  Central  and  connecting  roads. 

[Prepared  for  Senate  Committee  on  Transportation,  by  H.  E.  Sargent,  general  superintendent  Michigan 

Central  Railroad.) 


Date. 


ft  a 


1871.  January  1  to  March  5 

March  6  to  March  8 

March  9  to  March  18 

March  19  to  June  13 

June  14  to  July  22 

July  23  to  August  11 

August  12  to  September  28  . . . 

September  29  to  October  6 

October  7  to  October  28 

October  29  to  December  31 

1872.  January  1  to  March  26 

March  27  to  April  4 

April  5  to  May  1 

May  2  to  May  18 

May  19  to  September  3 

September  4  to  September  11 
September  12  to  September  17 
September  18  to  October  17  . . . 
October  18  to  December  31 

1873.  January  1  to  April  15 

April  16  to  April  22 

April  23  to  April  28 

April  29  to  May  20 

May  21  to  September  5 

September  6  to  September  15  . 
September  16  to  November  12. 


Cents. 

Cents. 

65 

1.35 

60 

1.25 

DO 

1.14 

45 

.935- 

40 

.831 

45 

.935 

50 

1.04 

55 

1.14 

60 

1.25 

65 

1.35 

65 

1.35 

60 

1.25 

55 

1.14 

50 

1.04 

45 

.935 

50 

1.04 

55 

1.14 

60 

1.25 

65 

1.35 

65 

1.35 

60 

1.25 

55 

1.14 

50 

1.04 

45 

.935 

50 

1.04 

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1.14 

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37 


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1-4  HCIWCIHri-HHHH^TIH 


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C  i*.  C  'C  'C  —    —    —    —   --Z   '-Z.    — i  -  i  -  l 

x ■  ao  x  x  x  x  x  xx  x  x  oo  oo  oc  c 


ft    2 


o^  o 


42 


APPENDIX. 


Average  price  of  No.  1  Milwaukee  Club  wheat  at  Oswego,  for  each  month  during  the  last  five 
years,  1668  to  1872,  inclusive. 

|  Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  Mr.  J.  L.  McWhorter,  secre- 
tary of  the  Board  of  Trade  of  Oswego,  N.  Y.] 


Year. 

Price  per  bushel  each  month. 

Jan. 

Feb. 

Mar. 

Apr. 

May. 

June. 

July.  Aug 

Sept. 

Oct. 

Nov. 

Dec. 

1868 

$2  47 
1  71 
1  26 
1  44 
1  51 

$2  48 
1  69 
1  20 
1  51 
1  56 

$2  44 
1  54 
1  18 
1  56 
1  59 

$2  45 
1  45 
1  13 
1  50 
1  64 

$2  32 
1  37 
1  16 
1  46 
1  74 

$2  15 
1  34 
1  28 
1  43 
1  67 

$2  03  $2  12 

$1  90 
1  46 
1  22 
1  42 
1  61 

$1  65 
1  29 
1  25 
1  51 
1  55 

$1  56 
1  25 
1  27 
1  48 
1  55 

$1  68 

1869 

1  47 
1  32 
1  34 

1  48 

1  55 
1  35 
1  33 

1  57 

1  28 

1870 

1  40 

1871 

1  50 

1872 

1  61 

Average  price  of  western  mixed  com  at  Oswego,  for  each  month  during  the  last  five  years, 

1868  to  1872,  inclusive. 


STear. 

Price  per  bushel  each  month. 

Jan. 

Feb. 

Mar. 

Apr. 

May. 

June.  July. 

Aug. 

Sept. 

Oct. 

Nov. 

Dec. 

1868 

$1  24 
1  02 

1  07 
78 
67 

$1  25 

1  00 

1  03 

84 

71 

$1  25 

99 

1  01 

87 
71 

$1  15 

90 

1  03 

75 
71 

$1  03 
75 

$0  95  ifil  00 

$1  10 

1  04 

89 

59 

57 

$1  13 
1  01 

$1  05 
80 

$1  05 
96 
79 
69 
59 

$1  04 

1S69 

80 

86 
92 
64 
56 

1  08 

1870 

1  08    99 
68    66 
66    60 

82    78 
66    71 
59 

79 

1871 

67 

1872 

59 

APPENDIX. 


43 


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44 


APPENDIX. 


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46 


APPENDIX. 


Wheat  received  at  Cincinnati  by  railroads,  by  Ohio  River,  and  by  canals — 1863  to  1872, 

inclusive. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  William  T.  Tibbetta,  esq., 
secretary  of  Cincinnati  Chamber  of  Commerce.] 


Tear. 

By  railroad. 

By  river. 

By  canal. 

1863 

1864 

1865 

Bushels. 

1,  740,  491 

1,  650,  759  i 

1,  678,  395 

1,545,892 

1,474,987 

780,  933 

1,075,348 

1,195,341 

866,459 

762, 144 

Included  in  fig- 

>     ures    in    the 

first  column. 

J 

% 

1866 

1S67 

Included  in   fig- 

1868  

ures  in  the  first 

1869 

1870 

1871 

RS72 

column. 

Wheat  shipped  from  Cincinnati  by  rail,  by 

river,  and  by  canal — 1863  to  1872,  inclusive. 

Tear. 

By  railroad. 

By  river. 

By  canal. 

1863 

Bushels. 
1,  177, 108 
943,  737 
686,  893 
873,775  ! 
972,982 
406,  349 
702,  622 
806,  775 
409,  893 
323,  405 

Included  in  fig- 

>     ures    in    the 

first  column. 

J 

1864 

1865 

1866 

1867 

Included   in  fig- 

1868  

ures  in  the  first 

1869 

1870 

1871 

1872 

column. 

Note. — The  figures  given  are  for  the  commercial  year,  ending  August  31  each  year. 


Wheat-flour  received  at  Cincinnati  by  railroads,  by  Ohio  River,  and  by  canals — 1863  to  1872, 

inclusive. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  William  T.  Tibbetts,  esq., 
secretary  Cincinnati  Chamber  o_f  Commerce. 


Tear. 


By  railroad. 


By  river. 


By  canal. 


1663. 
1864. 
1865. 
1866. 
1667. 
1868. 
1869. 
1870. 
1871. 
1872. 


Barrels. 
619,710 
546,  983 
671,  900 
659,  046 
577,  296 
522,  297 
571, 280 
774,  344 
705,  579 


■  Included  in  fig- 
>     ures    in    the 


582,930    J 


first  column. 


Included  in  fig- 
ures in  the  first 
column. 


Wheat-flour  shipped  from  Cincinnati  by  rail, 

by  river,  andby  canal — 1863  to  1872,  inslusive. 

Tear. 

By  railroad. 

By  river. 

By  canal. 

J  863 , 

Barrels. 
404,  570 
393,268 
436, 186  ' 
514,  450 
412,  008 
352,  896 
387  083 

1 

Included  in  fig- 

>     ures    in    the 

first  column. 

1864 

1865 

1866 

1867 

Included   in   fig- 

1868 

urea  in  the  first 

1869 

column. 

1870 

1871 

1872 

576,  677 
538, 498 
410,  501 

Note. — Figures  for  commercial  years,  ending  August  31. 


APPENDIX.  47 

Corn  received  at  Cincinnati  by  railroad,  by  Ohio  River,  and  by  canals — 1863  to  1872,  inclusive. 

i  Trepared  for  the  United  States  Senate  Committee  on  Transportation,  by  William  T.  Tibbetts,  esq., 
secretary  Cincinnati  Chamber  of  Commerce.] 


Tear. 


Bv  railroad. 


By  river. 


By  canal. 


1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 


Bushels. 
1,  504,  430 
1,  817,  046 
1,  262, 198 
1, 427,  766 
1,  820,  955 
1, 405,  366 

1,  508,  509 
1,979,645 

2,  068,  900 
1,  829,  866 


Included  in  fig- 
ures in  the 
first  column. 


Included  in  fig- 
ures in  the  first 
column. 


Corn  shipped  from  Cincinnati  by  rail,  by  river,  and  by  canal— 1863  to  1872,  inclusive. 


Tear. 


Bv  railroad. 


By  river 


By  canal. 


1863. 
1864. 
1865. 
1866. 
1867. 
1868. 
1869. 
1870. 
1871. 
.1872 . 


Bushels. 
265,  934 
445,  260 
342,  753 
305,  873 
549,  942 
278,  586 
94,  392 
192,  250 
336,  314 
123,  316 


Included  in  fig- 
ures in  the 
first  column. 


Included  in  fig- 
ures in  the  first 
column. 


Note. — Figures  all  for  commercial  years,  ending  August  31. 


Monthly  average  price  of  No.  2  spring  wheat  at  Montreal — 1868  to  1872,  inclusive. 

[Compiled  from  reports  of  Board  of  Trade  of  Montreal.  Prepared  for  the  United  States  Senate  Com- 
mittee on  Transportation,  by  William  Patterson,  esq.,  secretary  of  Board  of  Trado  of  Montreal, 
Canada.] 


(GOLD   VALUES.) 

Months. 

1868. 

1869. 

1870. 

1871. 

1872. 

$1.  567 
1.491 
1.432 
1. 404 
1.275 
1. 165 
1.143 

$0.  982 
1.021 
1.117 
1.185 
1.118 
1.002 
.985 

$0.  973 
1.133 
1.185 
1.115 
1.05 
1. 131 
1.14 

$1.31 
1.305 
1.21 
1.177 
1. 287 
1.334 
1.30 

$1.  375 

July 

1.305 
1.368 

1.425 
1.345 
1.  325 

48 


APPENDIX. 


Monthly  average  price  oftvestern  mixed  corn  at  Montreal — L-'f'^  to  1-7  2,  inclusive. 

[Compiled  from  the  Board  of  Trade  reports,  Montreal.    Prepared  for  the.  United  States  Senate  Com- 
mittee on  Transportation,  by  William  Patterson,  esq.,  secretary  of  Board  of  Trade,  Montreal,  Canada.] 


(GOLD  VALUES.) 

Months. 

1868. 

1869. 

1870. 

1871. 

1872. 

.795 

.74 

.77 

.82 

.84 

.84 

.85 

.887 

.61 

.665 
.  625 
.62 
.597 
.  025 
.  655 
.04 
.632 

.613 

.95 

.95 

.79 

.725 

.74 

.737 

.81 

.57 

.725 
.89 

.90 

.53 

.56 

.58 

.56 

.53 

.565 

Annual  receipts  of  western  wheat  and  com  at  Kingston — 1850  to  1872. 

[Prepared  for  the  United  States  Seriate  Committee  on  Transportation,  by  William  Patterson,  esq. 
secretary  of  Board  of  Trade,  Montreal,  Canada.] 


Tear. 


1850. 

1851  . 

1852  . 
1853. 
1854  . 
1855. 
1856, 
1857  . 
1858 
1859  . 
1860, 
1861 


"Wheat. 


145, 

148, 

28, 


33, 

372, 

651, 

1,  443, 

1,  228, 
347, 

1, 184, 

2,  850. 


Corn. 


Year. 


Wheat. 


31,  622 
109,  906 
117,  537 
253,  912 
472,924 
679,  905 
380,  844 
169,  781 

90,  688 

218,  929 

1,  013,  554 


1862 
1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 


079,  417 
135,  055 
813, 15-2 
686,  718 
274,  252 
064,  509 
461,  272 
092,071 
839,  591 
546, 193 
754, 148 


Corn. 


1,  913,  010. 
653,855 
121,  978 
640,  041 

1.442.912 
700,  692 
999,  515 
171,  220 
105,  283 

2,  766,  449- 
6,  300,  95» 


APPENDIX. 


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52 


APPENDIX. 


No.  1. — Average  rates  of  freight  on  wheat  and  corn,  by  sail,  from  Montreal  to  Liverpool  each 
month  during  the  lust  five  years,  1868  to  1«72,  inclusive. 

(Prejared  for  the  United  States  Senate  Committee  on  Transportation,  by  William  Patterson,  escj  . 
secretary  of  the  Board  of  Trade  of  Montreal,  Canada.] 


Tear. 

Freight  per  480  pounds. 

May. 

June. 

July. 

August. 

September. 

October. 

November. 

s.   d.       s.   d. 

s.   d.       s.  cl. 

s.   d.       s.   d. 

s.   d.       s.   d. 

s.    d.       8.   d. 

s.  d.     s.d. 

«.   d.     s.d. 

1868.. 

4    0    to  4    6 

4    0    to  4    6 

to 

to 

4    9    to 

5    4?  to  5  9  5    3  to  -  — 

1869.. 

3    4    to  3    9 

5    6    to  6    6 

to 

6    0    to  6    6 

7    2    to  8    0 

7     0    to 

7    0  to 

1870.. 

5    6    to  5  104 

4     3    to  5    0 

4    0    to  4    6 

6    0    to 

4  loito 

4    6    to  5  3 

4     6  too   4 

1871.. 

4    9    too    9 

5    84  to  6    7 

5    84  to  6     1 

6    4    to  6    74  7    0    to"    6 

6    9    to  7   3 

7     0  to  7   6 

1872.. 

4    2    to  4    6 

4  11    to  5    9 

6    0    to  6    4J 

5    9    to  6    44  6     74  to  7    3 

8    14  to  9  0 

7    0  to  8  0 

No.  2 — Average  rates  of  freight  on  wheat  and  corn,  by  steam,  from  Montreal  to  Liverpool 
each  month  during  the  last  five  years,  lfc68  to  1872.  inclusive. 


Freight  per  480  pounds. 

May. 

June. 

July. 

August. 

September. 

October. 

November. 

1868.. 
1869.. 
1870.. 
1871.. 
1872.. 

8.   d.       8.   d. 
6  10j  to 

4  4Jto5    0 

5  6    to  5    9 
5    6    to  6    3 
4     6    to  4    9 

s.   d.       s.   d. 
5    6    to  6    0 
5    lJto5    5£ 

5  11    to  6    9 

6  9i  to  7    3 
5    0    too    6- 

s.  d.        8.   d. 

4  24  to 

5  7*  to  5  10 

4  0    to  4    6 

5  9    to  6    3 
5  104  to  6    5 

s.   d.       s.   d. 

4  0    to 

5  44  to  6    3 

6  0    to 

6    6    to  7    6 
5    9    to  6    44 

s.   d.      s.    d. 

to 

7    4i  to 

5  3"to5    9 
7    44  to  7    9 

6  74  to  7     3 

s.  d.     s.  d. 
6    5Jto6  9 

8  10   to 

4  104  to  6   0 
8    4    to  8   9 
8    9    to  9  2 

8.    d.    s.  d. 
6    6  to"  6 
8    4  to-  — 

6  3  to  6   9 
8    4  to  8   9 

7  3  to  8   9 

Memorandum. — In  explanation  of  the  figures  in  these  two  tables  it  is  to  be  noted  that  ocean-rates 
of  freight  from  Montreal  are  at  so  much  in  sterling  shillings  and  pence  (free  of  primage)  per  480  pounds 
of  wheat,  or  Indian  coin,  or  pease.  Tlie  averages  inserted  in  No.  1  are  those  for  tbese  grains  to  Liver- 
pool by  sailing-ships,  and  those  filled  into  No.  2  are  averages  to  tbat  port  bv  steamships. 

'  WM.  J.  PATTERSON. 

Montreal,  September  12, 1873. 


Statement  showing  the  rate  of  insurance  on  grain  (wheat  and  corn)  in  first-class  sailing-vessels 
and  first-class  iron  steamers  on  the  voyage  from  Montreal  to  Liverpool. 

\  Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  Hon.  Hugh  McLennan,  presi- 
dent Board  of  Trade  of  Montreal,  Canada.] 


Date. 


Sailing- 
vessels. 


Steam- 
vessels. 


April  to  May  10 
May  11  to  June. 
June 


July 

August  

September  1  to  15. . 
September  16  to  30. 

October  1  to  15 

•October  16  to  30  ... 
^November  1  to  5  .. 
November  6  to  10 . . 
"November  11  to  15. 
November  11  to  16  . 
November  17  to  24. 


Per  cent. 
2 
1J 
H 
1* 
1J 
2 
24 
3" 
4 
44 
5k 
64 


rer  cent. 

1 


The  above  rates  are  for  the  iron  clippers  and  mad-steamers.     Other  vessels   pay  somewhat  higher 
rates,  according  to  description  and  class.     All  rates  less  15  per  cent,  discount. 


APPENDIX. 


53 


Monthly  average  prices  of  No.  2  Milwaukee  spring  wheat  in  Liverpool  and  New  York  for  the 

undermentioned  years. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  Mr.  E.  H.  "Walker,  statistician 
of  the  New  York  Produce  Exchange.] 


Month. 


New  York,  per  bushel, 
60  pounds. 


1870. 


1872. 


Liverpool,  per  cental, 
100  pounds. 


1871. 


January 

February  

March 

April 

May 

June 

July 

August 

September 

October 

November 

December 

Average,  year 


120 

118 

114$ 

115| 

121 

129 

127 

136 

120 

119 

132*. 

138 


124 


146 

152* 

159J 

1564 

151| 

151 

143 

135 

150 

153 

152 

153 


156  2-3 
158  3-4 

155  3-5 

158  5-8 
172  2-3 
168 
151 

159  1-4 
158  1-4 

157  1-4 

156  2.-3 
158 


*.  d. 

8  3 

7  8 

8  4 
8  3 

8  7 

9  1 
9  10 
9  3 
8  4 
8  9 

10  3 


s.  d. 
11  0 
11  4 
11  5 
11  10 
11  8 
11  1 
10  11 

10  10 

11  0 
11  7 
11  5 
11    4 


1503      1591-4 


11     3 


s.  d. 

11     ~ 


10  9> 

11  7 

12  0 
11  4 

11  3 

12  6 
11  11 
11  8 
11  4 


11    7 


Monthly  average  price  of  No.  1  Milwaukee  spring  wheat  in  New  York  from  1862  to  1872, 

inclusive. 

|  Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  Mr.  E.  H.  "Walker,  statistician 
of  the  New  York  Produce  Exchange.] 


Month. 


1802. 


1863.    i  1864. 


1865.      1866 


1807. 


1868.      1869.    i  1870.      1871.    I  1872- 


January. .. 
February.. 

March 

April 

May 

June 

July 

August 

September 
October  . . . 
November. 
December  . 


$1  32 
1  34* 
1  32* 
1  26$ 
1  00 
99* 
1  13 
1  18 
1  15 
1  24 
1  25 
1  30 


$1  45 
1  61* 
1  524 
1  52* 
1  37* 
1  38J 
1  224 
1  05 
1  11 
1  34 
1  41 
1  42 


$1  53* 
1  59" 
1  64 
1  71 
1  614, 

1  87 

2  424 
2  66* 
2  22§ 

1  90 

2  20 
2  29 


$2  20 
2  16 
1  874 
1  61 
1  384 
1  39 
1  36* 
1  42* 
1  60* 
1  76* 
1  77 
1  73J 


$1  76 
1  71 
1  70 

1  77 

2  04 
2  25 
2  19 
2  17 
2  24 
2  39 
2  40 
2  30 


$2  46 

2  35 

2  56 

2  64 

2  80 

2  41 

2  41 

2  15 

2  27 

2  31 

2  27 

2  34 

$2  49 

$1  65 

$1  22 

$1  46* 

2  50 

1  68 

1  22$  1  53J 

2  50 

1  53j 

1  20 

1  59 

2  57 

1  474 

1  17 

1  58$ 

2  41 

1  49J 

1  25$ 

1  53g 

2  22$ 

1  49 

1  36 

1  52 

1  99$ 

1  56 

1  41* 

1  47 

2  09g 

1  684 

1  414 

1  38 

2  00 

1  57$ 

I  22$ 

1  54 

1  74 

1  404 

1  32 

1  53 

1  59 

1  334  1  32| 

1  56 

1  66J 

1  34 

1  294 

1  56 

$1  56i 
1  60j 
1  58$ 
1  62* 
1  77* 
1  74| 
1  524 
1  59$ 
1  654 
1  63 
1  59* 
1  644 


Monthly  average  price  of  Western  mixed  corn  in  New  York  from  1862  to  1872,  inclusive. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  Mr.  E.  H.  Walker,  statistician 
of  the  New  York  Produce  Exchange.] 


Month. 


1862.      1863 


1864.      1865. 


1867.      1868.      1869.      1870.      1871.    :  1872 


January. .. 
February  . 

March 

April 

May   

June 

July 

August  — 
September 
October  ... 
November. 
December 


$0  644 

$0  85 

$1  264 

$1  88 

$0  79 

$1  10$ 

$1  36 

$1  02| 

$1  05$ 

64 

94* 

1  274 

1  87 

76 

1  164 

1  25 

95 

1  03$ 

594 

914 

1  324 

1  81 

824 

1  304 

1  19 

85 

1  Hi 

594 

90 

1  33 

1  39 

834 

1  35 

1  14 

86§ 

1 11$ 

514 

764 

1  434 

1  084 

88 

1  15 

1  07 

80$ 

1  074 

494 

754 

1  54 

86 

85$ 

1  04 

1  09 

974 

1 10 

54 

68 

1  60$ 

814 

82 

1  10 

1  20 

1  14* 

1  05 

584 

69 

1  554 

89- 

844 

1  23 

1  21 

1  16$ 

914 

59$ 

78 

1  60$ 

914 

1  014 

1  39 

1  15 

1  07 

92* 

594 

98 

1  54 

904 

1  274 

1  35 

1  15 

1  09g 

91 

69 

1  12 

1  78 

94 

1  13 

1  38 

1  13* 

1  12 

76g 

764 

1  26 

1  914 

93 

1  18 

1  40 

1  084 

98 

81f 

SO  85* 
86 
78| 
77§ 
74 
704 
66| 
6<5§ 

71  1-6 
774 
774 


$0  75 
73 
6» 
73 
74 
63*. 
62 
62f 
644 
64  1-7 
64J 
65J 


54  APPENDIX. 

Monthly  average  price  of  Western  mixed  oaf*  in  New  York  from  leC2  to  1672,  inclusive. 

[Prepared  for  the  United  Status  Senate  Committee  on  Transportation,  by  Mr.  E.  H.  Walker,  statistician 
of  the  New  York  Produce  Exchange.] 


Month. 


1863. 


18G4.    |  1805. 


1866. 


1867. 


1868. 


1869. 

1870. 

1871. 

$0  77J 

$0  59j 

$0  61? 

764 

56g 

65J 

703 

50 

69 

77i 

60£ 

68 

81J 

65} 

671-5 

78g 

04J 

65§ 

81 

02} 

63} 

71* 

53 

50 

65§ 

50J 

59| 

63} 

53} 

52 

65 

58| 

52} 

04 

60S 

55i 

January. . . 
February.. 

March 

April 

May 

June 

July 

August 
September  . 
October  . . . 
November. 
December  . 


$0  40 
43 
46 
53} 
57J 
58J 
G4 
69 


71 
75} 

83 

87 

74} 

784 

76 

57 

68 

80 

85 

ao 


91}    $1  06 


90 

894 

88 

871 

93 

99 

96$ 

90 

96 

1  04 


1  10J 
1  02 

84i 

57} 

70 

G4i 

62 

56} 

60 

60A 

604 


$0  58} 
56} 
53} 
57A 
59" 
56 
50 
44 
4G 
59 
67 
63 


64 

60 

63 

72 

85 

774 

80j 

84§ 

70J 

80 

79 

85 


$0  874 
>4j 
84 


84} 
82J 
82" 
734. 
72| 


$0  55 
53 
534 
52i 

50} 

43} 

43 

42; 

13} 

41"; 

191 


Monthly  average  rates  of  ocean-freights  from  New  York  to  Liverpool,  on  flour,  wheat,  and 

corn  for  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  Mr.  E.  H.  Walker,  statistician 
of  the  New  York  Produce  Ex.ch.angi 


Month. 


Flour,  per  barrel. 
216  pounds. 


Strain. 


January 1 

February >  1 

March  .'. |  1 

April 1 

May 2 

June 2 

July 2 

Angust 3 

September 3 

October 3 

November 3 

December 3 


Average,  year 2 


Sail. 


64. 


Wheat,  per  bushel, 

60  pounds. 


d. 
04 
6  7-18 
5f 
4 
5  3-5 

9* 

9} 
10} 
10J 

9  1-5 

9J 


Sail. 


0     10| 
0      9 
0      9j 


Corn,  per  bushel, 
50  pounds. 


Steam. 


.s.      d. 

0  6} 

0  G 

0  52' 


4  1-6 

5  1-9 

74 

S3-5 

84 


0  10 
0    94/ 
0    8} 
0    84 


Sail. 


s.     d. 

0  5} 

0  54. 

(i  51-5 

0  5 

0  5  1-5 

0  7* 

0  8i 

1  - 

o  94 

0  81 

0  7} 

0  7| 


0       74 


0 


1-6,0    C  11-12 


Monthly  average  rates  of  ocean-freights  from  New  York  to  Liverpool,  on  flour,  wheat,  and 

corn  for  the  year  1871. 

I  Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  Mr.  E.  H.  Walker,  statistician 
of  the  New  York  Produce  Exchange] 


Mouths 


Flour,  per  barrel, 
21G  pounds. 


Wheat,  per  bushel, 
60  pounds. 


Corn,  per  bushel, 
56  pounds. 


Steam. 


January 3  0 

February 2  8 

March    '. 2  2} 

April 2  0 

May 2  5} 

June 1  9 

July 1  104 

August 2  9} 

September 3  44 

October :  2  4J 

November 3  0  1-7 

December 3  0} 

Average,  year 2  6  9-14      2    5 


Sail. 


Steam. 


Sail. 


d. 
6} 

5  13-16 
1 

34 
7 
11 
H 

7 
0 
3 

9  4-5 
9 


«.  d. 

0  7 

0  74 

0  6  1 

0  7$ 

0  71 

0  8} 

0  84 

0  10 

0  114 

0  11 
0 

o  74 


6  1-7 


8  7-24 


d. 

5  1-8 

6g   - 

6 

7 

7} 

7  1-10 

7} 

9 
11 
10  1-6 

6* 


Steam. 


s.    d. 

0  7 

0  7  1-5 

0  6 

0  8 

0  74 

0  8 

8  8  1-5 

0  9  1-7 

0  10  10-13 

0  11 

0  7  4-5 

0  64 


Sail. 


s.     d. 

0  5* 

0  54 

0  6 

0  7  1-6 

0  7 

0  7  3-5 

0  74 

0  8  3-5 

0  8  4-5 

0  9 

0  6* 

0  6  7-12 


0    8  1  -11  |     0    7  1-11 


APPENDIX. 
Grain  received  at  Montreal  and  at  Buffalo — 1845  to  1872. 


ot> 


Year. 


1845 
1840 
1,-47 
1848 
1849 
1850 
1851 
1852 
1853 
1854 
1855 
1856 
1857 
1858 


Received  at 
Montreal. 


Bushels. 

2,  577,  639 

3,  063,  130 
3,  388,  791 
3,  004,  401 
2,  616, 122 
2,  577,  639 

2,  870,  289 

3,  389,  088 
3,  667,  360 
3,  396,  666 

3,  272,  740 

4,  499,  007 

4,  612,  727 

5,  027,  780 


Received  at 
Buffalo. 


Bushels. 
5,  581,790 

13,  300,  107 
ID,  153, 187 
14,041,012 

14,  665,  188 
12,  059,  559 
17,740,781 
20,  390,  504 

15,  956,  526 
22,  252,  235 

24,  472,  278 

25,  753,  967 
19,  578,695 

26,  812,  980 


Tear. 


1859 
1860 
1801 
1862 
1863 
1864 
1865 
1866 
1867 
1868 
1809 
1870 
1871 
1872 


Received  at 

Montreal. 


Bushels. 
3,  389,  017 
5,  423,  354 
14,487,734 
16,  824,  804 
12,  452,  897 
8,  822,  029 

7,  584,  449 

8,  819,  364 
7,  876,  819 
7,  551,  911 

12,  143,  166 

11,  580,  613 

15,  884,  687 

•  16,811,382 


Received  at 

Buffalo. 


Bushels. 

21,  530,  722 
37,  053, 115 

61,  460,  601 
72,872.  i:>l 
64,  735,  510 
51, 177, 146 
51.415,188 
58,  388,  087 
50,  700,  060 
49,  949,  856 

45,  007, 163 

46,  613,  096 
67,  155,742 

62,  260,  332 


56 


APPENDIX. 


^ 


"3 

o 
H 

it  ii  r=  —  x  .4  ~!  i  -  —  =  5.  t~  t~ 

721 
948 

907 
719 

307 
253 
541 
059 
520 
275 
380 

583 
154 

s  -  s  t-  -i  i  x  t  r.  - 1-  -  io  o 

-»  ^  -r  »  u-  r-  ^-       -cirirt't  in 

< 

H 
O 

H 

Wheat,   wheat-flonr,    and 
corn  exported  from  Mew 
York    and    from    Mon- 
treal. 

© 

S 

o 

s. 

047 
580 
988 
521 
824 
291 
892 
830 
709 
051 
899 
030 
029 

ishe 

918 

758 
903 
151 
289 
389 
541 
818 

940 
050 
368 

(ill 
113 

S 

t-nritixt-    •  t—  :s  c-i  —  to  ,h 

,  m  x  ^  ji  o  -t     ■  ^  ^  i^  r.  -t  ^ 

«  cc  o  «  i^  x  -*    ■  o  c:  -*»■ «—  .—  ~h 
»c  ^  x  —  —  —  to     '-ti-:!--?-? 
ac  x  <—  ~  l^  o  x    >  c  n-  n  c  c  n 

»-  x  c  tt  -.  c  r;     •ttci-c:--- 

Z 

o 

u 

a 

Z 

al 

Bushels. 

24,  387 

1,447,114 

1,774,546 

638,  281 

21,974 

734,  849 

1,  870.  223 
OS  1.70S 
7S2,  497 
108,018 

6,  043 

2,  870,  998 
7,  546,  390 

> 

- 

-    3 

Bushels. 
1,580,019 

6,  S74,  372 
14,115,902 
10,  889,  902 

2,  042,  588 
1,052,407 

11,015,  S28 

7.  309,  047 

3,  091,  386 

101,939 

4,  G02,  238 
IS,  331,147 

o 

H 
3 

From   Mon- 
treal. 

Is. 

051 
739 
040 
094 
319 
504 
391 
594 
254 
301 
808 
798 
189 

249 
726 

OSS 
772 
861 
soo 
588 
560 
076 
347 
389 
089 
748 

-»  —  "J  ?1  Ci  M  ?1  TI  71  ~  -»"  "*  "*  ^ 

o 
— 

-    3 

Bushels. 

5,  342,  400 
11,994,730 
14,  663,  101 
12,721,40.". 
10,  081,  179 

7,  292,  803 

2,  799,  991 
5,001,  516 
5,  150,  142 
8,532,018 
9,188,51 1 
5, 121,  157 

H 

s 

Exported 

from  Mon- 
treal. 

Bushels. 

1,  645,  209 
5,  584,  727 

0,  500,  790 
3,  741, 146 

2,  406,  531 
7S7,  93S 

S3,  278 
1,570,528 

1,  081,  958 
5,  595,  332 
5,  973,  048 
7,  680,  S34 

3,  818,  450 > 

Bushels. 

1,  880,  908 
21,320,775 
28,164,879 

25,950,  155 

17,  294,  391 
5,  518,  937 

124, 425 

7,  208,  373 

8,  379,  92 1 
20,  077,  434 

18,  090,  794 
17,  889,  037 

CO 

o 
I* 

APPENDIX. 


57 


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APPENDIX. 


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APPENDIX. 


59 


Statement  showing  tin  number  of  bushel*  of  corn   {including  corn-meal)  exported  from  the 

United  State*.  1850  to  1873. 


COUNTRIES  TO   WHICH   EXTORTED. 


Year. 

Great  Britain  and 

Ireland. 

( ianada  and  other 
British    posses- 
sions in  North 
America. 

West     Indies   and 

Central  Amei  tea, 

■5 

u 

5 
z 

-  V- 

o  *~ 
< 

Total. 

1850            

23,  831.  504 

1,  945,  129 
8, 138,  866 

14,  485,  515 
10,  793,  027 

2,  253, 125 
765,  205 

9,  910,  880 
12,  205,  784 

8,  712,  236 

4,274,807 
66,  352 

5,  910,  325 
25,  7*6,  359 

270,  727 

1,  247.  701 

2,  178,  576 

3,  648, 163 

4,  719,  689 

1,  500,  563 
1,608,462 
3, 181,  684 

2,  736,  138 
2,  654.  442 

2.  673,  016 
***,  626 

3,  247,  881 
7,  913,  582 

1,  656,  508 

795,  557 
878,  699 

1, 100,  205 
955,  937 
946,  967 
886, 128 

1,  034,  877 
827,  046 
874,  287 
915,  460 
968,611 

1,659 
378,519 
245,  565 
363,  777 
636,  781 
140,708 
178,2£9 
98,549 
245;  259 
172,930 
21,  564 
174,691 
213.  355 
294.  121 

27,  418,  136 

1860 

115,774 
28,  730 

43,  784 
45,  701 
4,729 
12,318 
39,  761 
22.  720 
14,201 
120.451 
4-.  57(1 

20 
21,060 

277,  745 
73 
30 

4.  M 

1861 

11,491,496 

1362    

19,919.1*9 

1*63 

17.151,268 

1864 

1*65    .. 

5,  146,  122 
3,  C10,  402 

1866 

'"35.426 

54,  889 

237 

77.771 
161,  520 

14.  365,  751 

1*67 

16,  026,  947 

1868 

12,493,522 

L869 

8,  06U,  1*7 

1870 

2.  140,  4*7 

1871 

1,110,493           113,728 

94  I        737,014 

10.673,55:; 

1872 

35,721 

1873 

Statement  showing  Hie  number  of  bushels  of  wheat,  wheat-four  (reduced  to  bushels),  and  corn 
exported  to  foreign  countries  from  Portland,  Boston,  New  York,  Philadelphia,  Baltimore, 
and  Xew  Orleans,  1856  to  L-73,  inclusive. 


Tear. 


Portland, 
Me. 


Boston.       Xew  York. 


Philadel- 
phia. 


Baltimore. 


New  Oi- 
lcans. 


1856. 
1*57. 
1858. 
1*5!'. 
1*6U. 
1861. 
1*62. 
1863. 
1864. 
1*65. 
1866. 
1*67. 
1868. 
1869. 
1-7(1. 
1871. 
1872. 
1873. 


38, 

16, 

29, 

16, 

28, 

939, 

388, 

52, 

44, 

427, 


840, 
956, 

734. 
684, 
794, 
1,247, 
2,  257, 
1,  666, 
1,3*9, 
1,  122, 


492,  238 
011,  750 
706,  395 
263,  722 
803,  327 
189,  883 
943,  942 
567.  522 
(il*.  158 
864, 147 


2,  441,  178 

2,  845,  474 
1,  810,  558 

999,  027 
1,  202,  651 

4,  207,  207 

5,  334,  523 

3,  631,  859 
1,  863,  970 
1,  306,  435 


3,  530,  783 
3,  987,  607 
3,  218,  459 
1,791,848 

1,  874,  815 
4,111,310 

2,  736,  347 
2,  566,  964 
1,  663,  219 
1,  302,  750 


5, 170,  238 

4,  315,  844 

3,  867,  666 

862,  847 

589,  005 

107,  630 


169,  521 
184,  598 
138,  751 


20,  314 
70,  002 
37,  473 
72,  096 
141,  696 
94,  149 
39,594 


506,  051 

844,  472 

838, 163 

802,  945 

1,232,515 

2,  2-2,  955 
1,  896,  217 


240,  247 
579,  536 
224,  452 
011,  391 
941,  546 
341,  341 
432,  766 


1,  222,  829 
1, 104,  736 
552,  222 
1,  710,  202 
1,  571,  478 
4,  435,  885 
3,  893, 167 


1,  407,  678 
1,741,369 
1,  735,  791 
2,517,794 
3,  477,  f  32 

6,  572,  375 

7,  520,  930 


150,  666 
807,  559 
1,  391, 194 
1,  717, 183 
1,  255,  612 
1, 195,  558 
1, 189,  484 


60 


APPENDIX. 


Total  value  of  certain  articles  imported  into  Great  Britain,  and  value  of  the  same  imported 
from  the  United  States,  for  the  year  1871. 

[Compiled  from  the  British  reports  of  trade  and  navigation.] 


Articles. 


Total  value  imported.        T^^jjWMta 


om  the 


Pounds. 


Dollars. 


Pounds. 


Dollars. 


§t= 


Cereals : 
Wheat 
Corn  . . 
Oats... 
Rye  ... 
Barley 


Total  cereals . 


Provisions : 
Beef. . . 
Pork . . 
Hams  . . 
Bacon.. 
Butter  , 
Cheese  , 
Lard  . . 


Total  of  these  provisions. 


Cotton 

Tallow 

Wool 

Tobacco 

Seeds  of  all  kinds  . 
Petroleum 


Total. 


26,  816,  891 

6,  482,  807 

4, 170,  518 

68,  333 

3,  400,  048 


129,  793,  754 
31,  376,  786 
20, 185,  307 
330,  732 
16,  456,  232 


9,  514,  207 
4,  837,  992 


46,  048,  762 
13,735,    881 


3,040 
30,  413 


114,  714 
47, 198 


40,  938,  597 


198, 142,  809 


12,  385,  652 


59.  946,  555 


635,  353 
693,  096 
196, 185 

2,  529,  724 
6,  939,  040 

3,  341,  496 
1,  310,  012 


3,  075, 108 
3,  354,  585 
949,  535 
12,  243,  864 
33,  584,  954 
16, 172,  841- 
6,  340,  458 


515,  986 

361,  297 

99,  346 

1,  820,  512 
394,  359 

2,  014,  805 
1,  203,  866 


2,  497,  372 
1,  748,  677 
480,  835 
8,811,278 
1,  908,  698 
9,  751,  656 
5,  826,  711 


15,  644, 


75,  721,  345 


6,  410, 171 


31,  025,  227 


55,  907,  070 
3, 134,  531 

17,  470.  471 

2,  462,  670 

8,712,962 

614,  017 

88,  331  721 


270,  590,  219 
15, 171, 130 
84,  557,  080 
11,  919,  323 
42,  315,  936 
2,971,841 

427,  525,  529 


33,  090,  939 
551,  827 


160, 160, 145 
2,  670,  843 


1,  624,  665 
553,  738 
597,  438 

36,  418,  607 


7,  863,  378 
2,  680,  092 
2,  891,  560 

176,  266,  058 


35.4 
43.7 


4.4 
■8 


81.2 
52. 1 
50.0 
71.9 
5.  6 
60.2 
92.0 


40.9 


59.1 
17.6 


65.9 
63.3 
97.2 


APPENDIX. 


61 


^ 


Vs 


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APPENDIX. 


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5  §2-3  5  gs 


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63 


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65 


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5A 


66 


APPENDIX. 

Prices  of  American  wheat,  flour,  and  Indian 
[Prepared  for  the  United  States  Senate  Committee  on  Trans 


January.         February. 


March. 


April. 


May. 


1863. 

Wheat,  spring per  100  lbs. 

Califomian do . . 


s.   d       s.  d.     s.  d.       s.  d.     s.  d.       s.  d. 

Oto   9    3     8    6to   9    3     8    9  to    9    0 


i^aiuomian uo. |  ij.     » 

Indian  corn per  480  lbs .    29    9 

Flour perbbl  !  23    0 


1864. 

"Wheat,  spring per  100  lbs. 

Califomian  ...     do ... . 

Indian  corn per  480  lbs . 

Flour per  bbl . 

1865. 

Wheat,  spring  —  per  100  lbs . 

Califomian do  ... 

Indian  corn per  480  lbs . 

Flour per  bbl . 


Wheat,  spring per  100  lbs 

Califomian do 

Indian  com per  480  lbs 

Flour per  bbl 

1867. 

Wheat,  spring per  100  lbs. 

Califomian do  .., 

Indian  corn per  480  lbs 

Flour per  bbl 


Wheat,  spring per  100  lbs 

Califomian do ... . 

Indian  corn per  480  lbs 

Flour per  bbl 

1869. 

Wheat,  spring per  100  lbs . 

Califomian do 

Indian  com per  480  lbs . 

Flour per  bbl. 

1870. 

Wheat,  spring per  100  lbs. 

Califomian do 

Indian  com per  480  lbs 

Flour per  bbl. 

1871. 

Wheat,  spring per  100  lbs. 

Califomian do , 

Indian  corn per  480  lbs. 

Flour per  bbl. 

1872. 

Wheat,  spring per  100  lbs. 

Califomian do 

Ind  ian  corn per  480  lbs 

Flour per  bbl . 


8    0 


7  10 

9     0 

27    6 

20    6 


14  9 

15  10 
45  3 
32    0 


10  3 

11  6 
34  3 
25  6 


8  4 

9  0 
27  9 
20  0 


11  2 

12  0 


11  4 

12  6 
30  0 
26  6 


12  0  10  10 
30  0  29  0 
24     6   23    0 


12  0  10  10 
29  6  28  6 
24    6   20    0 


7  10 


8  0,     7    7 

9  0  8  10 
28  0  27  0 
21  0    20    6 


9    3      10    0     9    3 
11    0      11    4    11    0 


29    0 

25    6      26    6 


11  3  33  0 
13  4  14  0 
41    6        — 


15  0 

16  6 
45  6 
37  0 


10    6 
12    3 


28    6 
25    0 


11    0 

13    0 
37    0 


14  10 

15  10 
42  6 
32    0 


9  10 
10  6 
34  6  31  0 
27     6    24    0 


7  11 

8  11 
|  26  9 

21    0    19  6 


11  4  11  0 

12  7,  11  9 
—  36  0 

28    0  26  0 


11  10  11  6 

13    6  12  3 

30    3  28  0 

29    0  26  0 


7  10     8  0 

9    4     8  9 

27     6   28  0 

22     0    20  6 


9  10     9  0 

11     4    11  0 

28    9   29  0 

26    0    22  0 


15  5   14    9 

16  8    15  10 
—    I  42    3 

38    0   32    0 


10  2     9  4 

11  0     9  10 
30  6 

26    0    22  6 


9    6 

27    0 
26    0 


8  5 

9  2 
28  3 
19  0 


11  3  11  2 

12  6  11  10 
36  3  34  3 
27  6  26  6 


11  8;    11  0 

13  3    11  9 

28  6   28  6 

28  6   26  0 


11  6  10 
28  9  29 
22    0    21 


s.  d.       s.  d.     s.  d.       g.  d. 

9    Oto    9    3!     8  10 to    9    0 

6      11     6   10  3      11    0 

6      30    0!  29  9      30    0 

6      22    6   21  6 


3  8  0  8  4 

9    9      10    3  10  0  10  6  9  9 

30    0      30    3  29  0  29  3  28  0 

21    0      22    0  21  0  22  0  20  6      21     0 


8    1 
10    2 


28 


7  6  7  9  7  6 

9  0  9  6  8  9 

27  6  28  0  27  9 

19  0  19  9  18  9 


9    0 
30    0 


21     0    20    6 


9  8  9  2 

11  41  11  0 

29  3  28  9 

24  0  21  0 


12  6    11    0      12    6 

13  9   13    0      13    6 
—     I  44    0        — 


15  0    14  10 

16  6   15    9 
38    3 


38    0 


32     0 


9  6 

10  6     9  0 

30  9   26  6 

24  6   21  0 


8  2 

10     0      9  0 

28    6   30  3 

20    6   18  6 


11  3  11  3 

12  6  12  2 

34  6  33  0 

28  0  26  6 


11  2  11  4 

12  8  12  0 

—     I  29  0 

28    6  27  6 


8  5!     8  5 

9  6  9  3 
30  3  29  0 
21  9    21  0 


9    9     9    6 
11    4    11     0 


29    0 
24     0 


15  6 

16  4 
38  6 
37  0 


13  6 

14  3 
38  6 
31  0 


9  0 

9    6!     9  6 

27    01  27  6 

22    6    21  0 


8  8  8  10 

9  10'  9  6 
—     I  29  9 

20    0  20  0 


11  5  11  1 

12  9,  12  2 
—  33  0 

28    0  26  6 


11  6  12    0 

12  10  12  10 

—  28    6 

30    0  29    0 


22     6 


7  8 

9  6 

28  0 

19  6 


8  6 

9  8 
29  3 

22  0 


10  0 

11  4 


30    0      30    3 
22    0      25    6 


12  0      13     0 

13  9      14    3    13    6      14    0 

40    0      44    3    39    9        — 


13  9 

15  4 

39  0 

34  6 


9    2 
10    3 


22     6 


9  0 

11  0 

30  0 

22  0 


11  2 

12  8 
33  3 
28  0 


12  3 

13  9 
28  9 
31  6 


APPENDIX. 


67 


corn  in  Liverpool  for  the  past  ten  years. 

portation  Routes,  by  John  Bingham  &  Co.,  merchants,  Liverpool.] 


Juno. 


July. 


August. 


September. 


October. 


November.         December 


s.   (1.       s.  d.  I  s.   d.       s.  d. 
8  6  to  8  9,  8  3  to  8  6 


*.  d.      s.  d.     g.  d.      s.  d 
7  6  to  7  9  6  9  to  7  3 


11  0 
21  6 


10  0 
27  0 
20  6 


11  0 
27  3 


10  0 
26  6 


21  0  20  0 


80  8380  83 

9  3  9  9  9  6  10  6 

29  0  29  31  29  9  30  0 

20  G  21  0  21  0  21  6 


83  8  680  82 

93  9  893  96 

28  0  28  6  31  0  31  6 

21  0  22  0,  21  0  22  6 


11  3 

12  0 
29  6 


13  9 
39  0 


13  0 
13  9 


33  0 


10  9 

24  0 


10  0   10  6 

11  6   12  0 
26  6   26  9 


13  0 
35  0 


11  4 
11  10 
35  3 

28  6 


9  5 
10  6 


11  8 

12  9 
35  6 
30  6 


9  9 

11  0 


10  6 
26  9 
21  0 


7  9  8  0 

9  6  10  0 

30  0  30  3 

20  6  21  0 


9  2  9  4 

10  0  11  0 

30  3  30  6 

23  0  24  0 


9  0  10  3 
10  9  11  6 
26  0   26  3 


11  3 
13  0 

35  9 


11  3 

12  9 
34  9 
27  6 


9  8 
10  6 


11 
13 
35  0 
29  6 


9  10 
11  6 


9  6  10  0 
26  9  27  0 
18  0   20  0 


7  2  7  4 

8  9  9  6 
27  6  27  9 
19  0  20  6 


9  0  9  3 
10  0  10  9 
29  3   29  6 


s.   d.       s.  d. 

7  Oto  7  6 

9  6   10  0 

28  3   28  6 

18  0   20  0 


7  0  7  4 

8  6  9  0 
27  3  27  6 
19  6  20  0 


9  8  9  10 
10  9  11  3 
28  9   29  0 


22  6   23  6   — 


11  2  11  8 

12  3  12  6 
28  9  29  0 
26  6  29  0 


13  6 

42  0 


11  8 

12  6 
36  3 

27  6 


10  6 
23  0 


11  9 

13  6 

36  6 

29  6 


9  9 
11  3 


11  0  12  3 

13  3  14  6 

33  6  33  9 

28  0  30  0 


13  9 
16  0 
50  0 


14  1 
16  6 


10  6 

12  3 

38  0 

26  6 


9  4 
10  4 


s.  d.       s.  d. 

7  6  to  7  9 

9  9   10  3 

29  0   29  3 

18  0   20  6 


7  4  7  7 

9  0  9  6 

28  0  28  6 

19  6  21  0 


9  11  10  3 
11  0  11  6 
29  6   29  9 


11  3  12  6 
13  6  15  0 
39  9   40  0 


11  4 
13  0 


28  6 


9  6 
10  10 


13  2 

15  0 

49  0 

33  0 


10  1 

11  9 
39  3 
25  0 


9  4 
21  6 


13  10 
16  0 


35  0 


10  6 

12  6 

39  6 

27  0 


9  0 
10  0 


g.  d.       8.  d. 

8  Oto  8  3 

9  9   10  3 
30  0   — 
20  0   21  0 


7  8  8  0 

9  0  9  6 

28  3  28  6 

20  0  21  6 


9  0  10  I) 

11  0  11  6 

29  6  29  9 

27  0  28  0 


11  0  12  3 
13  6  14  6 
38  0   — 


14  0 

15  3 
47  0 
32  6 


10  4 

11  6 
38  3 
25  0 


9  0 
9  8 


14  2 
16  0 


10  8 

12  0 

38  6 

27  0 


10 

3 

22 

0 

10 

6 

12 

0 

32 

3 

26 

6 

9  5 

10 

4 

10  10 

11 

0 

31  9 

35 

0 

24  0 

26 

0 

10  11 

10 

3 

12  4 

11 

5 

31  6 

31 

3 

28  0 

12  6 

11 

1 

13  3 

11 

9 

— 

27 

9 

31  0 

26 

6 

22  6   24  6 


10  6 
12  0 


24  0   26  0 


25  0 


23  6   24  6 


22  6'  21  0 


27  0 


10  5 

11  11 


9  3 

10  0 

29  9 

24  6 


10  6 

12  2 

29  9 

26  0 


11  11 

12  0 

28  0 

28  6,  28  0 


11  4 

12  7 


9  6 

10  9 


10  8 

12  3 

30  0 

27  0 


12  1 

13  0 

28  3 


9  2 


29  3 
22  0 


11  2 

12  10 
32  6 
26  0 


12  6 

13  3 
29  9 


9  4  10  0 

10  6  10  9 

29  6|  30  0 

23  6  23  0 


30  6  29  0 


11  5 
13  8 


28  0 


13  0 

14  3 
30  0 
32  6 


11  5 

13  2 

33  6 

26  6 


11  10 

12  8 
28  6 
30  0 


10  41 

11  6 
30  31 
25  0 


11  8 

14  0 

33  9 

29  0 


12  4 

13  10 


10  2 

11  0 
31  0 
23  6 


11  3 

12  10 
32  6 
26  0 


11  8 

12  6 

29  3 

30  0 


10  4 

11  9 
31  3 
25  6 


10  4 

11  6 
32  0 
25  6 


11  7  11  3 

13  9  12  9 

33  0  31  6 

29  0 


12  3 

13  6 


12  0 

12  6 

29  0 

30  0 


11  6 

13  6 

31  9 

28  6 


13  6 
29  3 
34  0 


68 


APPENDIX. 


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APPENDIX. 


Statement  showing  the  quantity  and  value  of  corn  and  corn-meal  imported  into  the  United 
Kingdom  (England,  Ireland,  and  Scotland)  from  1853  to  1871,  with  the  quantity  and  value 
of  the  same  imported  from  the  United  States.    (  Values  stated  in  gold.) 

[Compiled  from  the  British  reports  of  trade  and  navigation.) 


Tear. 

Corn  imported. 

Average    price 
of    corn    im- 
ported. 

Total. 

From  the  United  States. 

Total. 

From 
United 
States. 

1860 

Bushels. 

14,  828,  439 
24, 740, 439 

22,  001,  912 

23,  780, 433 
12, 235,  068 
13,  259,  418 
26,  758,  870 

15,  956,  227 
22,  959,  230 
35,  340,  304 
33,  525,  048 
33,  669,  440 
49,  065,  340 

Dollars. 
15,  340,  525 
23,  639,  237 

18,  512,  612 

19,  587,  010 
9,  581,  873 

10,  827,  631 
21,  952,  003 
18,  581,  026 
23,  436, 194 
1i,  742,  301 
28,  039,  242 
31,  376,  785 
42,  294,  323 

Bushels. 
3,  456,  890 
13,  801,  870 

12,  274,  414 
8,  496,  321 

556,  296 
3,  310,  259 

13,  001,  279 
8,  951,  350 
8,  091,  416 
2,  721,  354 

57,  462 

14,  652, 730 
33,  961,  366 

Dollars. 

3,  482,  278 
13,  069,  467 
10,  221,  344 

6,  911,  482 
481,  048 

2,  765,  794 
10,  613,  496 
10, 483,  813 

8, 432,  234 

2,  206,  945 

52,  557 

13,  735,  881 

29,  512, 427 

Pr.  cent. 
23.4 
55.8 
55.8 
35.8 

4.5 
25.0 
18.6 
56.1 
34.9 

8.0 

.1 

43.5 

69.2 

Dollars. 

1.03 

.94 

.84 

.82 

.81 

.81 

.82 

1.16 

1.02 

.80 

.83 

.93 

.862 

Dollars. 

1861 

94 

1862 

1863 

81 

1864 

1865 

83 

1866 

81 

1867 

1  17 

1868 

1869 

1870 

90 

1871 

93 

1872 

869 

Statement  showing  the  quantity  and  value  of  wheat  and  wheat-flour  imported  into  Great  Britain 
from  1860  to  1872,  with  the  quantity  and  value  of  the  same  imported  from  the  United  States. 
( Values  stated  in  gold.) 


[Compiled  from  the  British  reports  of  trade  and  navigation.] 


Tear. 


Wheat  and  wheat-flour  imported. 


Total. 


From  the  United  States. 


Average   price 
of  wheat  im- 
ported. 


Total. 


From 
United 
States. 


1860 
1861 
1862 
1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 


Bushels. 
58,  915,  534 
69,  659,  375 
92,  570,  775 
57, 157,  618 

53,  829, 443 
48,  241,  295 

54,  827, 133 
73,  055,  321 
68, 144,  617 
82,  969, 172 
68,  891,  418 
82,  709,  501 
88,  877, 406 


Dollars. 
98,  978,  097 
115,  634,  562 
137,  014,  747 
73,  733,  327 
59,  212,  387 
57,  889,  554 
79,  539,  342 
136,  613,  450 
119,  253,  079 
111,  178,  690 
93,  689, 128 
126,  545,  536 
140,  202,  816 


Bushels. 

17,  2547953 
28,  916,  637 
40,  287,  083 
21,977,249 

18,  811,  204 
2,  797,  347 
1,  840,  960 
9,  504,  567 

12,  606,  326 
28,  597,  813 
28, 106,  889 
29, 167,  285 
17,  984, 117 


Dollars. 

Pr.  cent. 

30,  023,  618 

29.2 

48,  579,  950 

41.5 

61,  236,  366 

43.5 

28,  790, 196 

38.4 

22,  761,  556 

34.9 

3, 468,  710 

5.8 

2,  816,  668 

3.3 

19, 104, 179 

13.0 

23,  952,  019 

18.5 

40,  036,  938 

34.4 

38,  506,  369 

40.8 

45,  500,  964 

35.2 

30,  393, 157 

22.4 

Dollars. 
1.68 
1.66 
1.48 
1.29 
1.10 
1.20 
1.45 
1.87 
1.75 
1.34 
1.36 
1.53 
1.619 


Dollars. 
1.74 
1.68 
1.52 
1.31 
1.21 
1.24 
1.53 
2.01 
1.90 
1.40 
1.37 
1.56 
1.697 


APPENDIX. 


73 


Average  price  per  bushel,  in  gold,  of  com  imported  into  the  United  Kingdom  from  each 
country  from  1860  to  1872,  inclusive. 

[Compiled  from  the  reports  of  trade  and  navigation  of  Great  Britain.] 


Country    whence 
imported. 

1860. 

1861. 

1862. 

1863. 

1864. 

1865. 

1866. 

1867. 

1868. 

1869. 

1870. 

1871. 

1872. 

United  States 

$1  07 

$0  94 

$0  83 

$0  81 

$0  86 

$0  83 

$0  81 

$1  17 

$1  04 

1  02 

99 

99 

95 

•  97 

$0  80 
71 
80 
80 

80 

80 

$0  90 

$0  93 

$0.  869 

Turkey  

1  06 

1  04 

96 

99 

94 

96 
95 
94 
97 
93 

86 
86 

83 

86 

83 

80 

83 
83 

79 

82 
85 
79 
83 
81 

80 
81 

1  17 

82 
76 

""84" 

81 
79 

84 

82 

77 
83 

so 

81 
80 

88 

81 
79 
86 
83 

1  15 
1  23 

1  08 

1  07 

83 

83 

90 
85 

92 
92 

93 

91 
91 
93 
99 
1  14 

.859 

.888 

British  North 

.826 

"W  a  1 1  a  c  h  i  a  and 
Moldavia 

I  03 

.841 
.847 

1  10 

1  06 

90 

1  02 

1  19 
1  15 
1  16 

.878 

1  19 
1  04 

1  04 

80 
80 
80 

80 
70 
89 

.87 

Italy 

Holland 

Chili 

Portugal 

1  06 
1  10 

1  28 
1  20 
1  11 

1  24 

All  other  countries . 

1  04 

81 

83 

85 

81' 

90 

1  13 

80 

80 

1  03 

.952 

Total  average. 

1  03 

94 

84 

82 

81 

81 

82 

1  16 

1  02 

80 

83 

93 

.862 

Average  price  per  bushel,  in  gold,  of  wheat  imported  into  the    United  Kingdom  from  each 
country  from  1880  to  1872,  inclusive. 

[Compiled  from  the  British  annual  reports  of  trade  and  navigation. 


Countries  whence 
imported. 

1860. 

1861.    1862. 

1863. 

1864. 

1865. 

1866. 

1867. 

1868.     1869. 

1870. 

1871. 

1872. 

United  States 

$1  74 
1  55 
1  76 
1  58 

1  69 

1  33 

$1  68 
1  69 
1  81 
1  66 

1  47 

1  39 
1  68 

$1  52 
1  42 
1  66 
1  27 

1  45 

1  67 
1  52 
1  52 
1  04 

$1  31 
1  17 
1  48 
1  17 

1  24 

1  12 
1  38 
1  34 

1  01 

$1  21 
1  09 
1  29 
1  09 

1  11 

1  10 

1  21 
1  08 

$1  24 
1  13 
1  31 
1  10 

1  16 

98 
1  16 
1  21 

$1  53 
1  39 

$2  01 
1  sn 

$1  90   $1  40 
1  63     1  27 

$1  37 
1  29 
1  50 
1  21 

1  40 

1  16 
1  72 
1  43 
1  11 

$1  56 
1  48 
1  71 
1  35 

1  56 

1  38 

1  33 
1  44 

$1,697 
1.548 

1  61     2  00 

1  88 
1  70 

1  70 

1  59 

1  45 
1  23 

1  32 

1  22 

1.774 

1  33 

1  34 
1  32 
1  33 
1  61 

1  32 

1  41 

1  68 

2  02 
1  74 

1.423 

British    North 

1.725 

"Wallachia  and 

1.415 

1.617 

1  76 

1  79 

1  78 

1  86 
1  79 

1  62     1   36 

1.696 

Egypt 

1  35 
1  64 
1  56 
1  61 

1  20 
1  64 
1  70 

1  72 

1  51 
1  96 
1  63 

1  22 

1.317 

Italy 

1.781 

1  29 

1  29 

1  12 

1  13 

1  30 

1  30 

1  52 

1.763 

Holland 

1  34 
1  64 

2  12 
1  90 

2  10 
1  97 

1  58 
1  52 

1  70 
1  56 

1  70 
1  67 

1.774 

Chili 

1  78 

1  23 

1  20 

1  77 

1.702 

1.637 

1  98 
1  52 

1  97 
1  70 

1  27 

1  53 

1  95 

1.765 

1  28 

1  31 
1  50 

1  35 

1  27 

1  43 

1.486 

1  05 
1  16 
1  23 

All  other  countries . 

i  65 

1  64 

1  39 

1  12 

1  19 

1  40 

1  84 

1  61 

1  32 

1  62 

1.692 

Total  average. 

1  68 

1  60 

1  48 

1  29 

1  10 

1  20 

1  45 

1  87 

1  75 

1  34 

1  36 

1  53 

1.619 

74 


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76 


APPENDIX. 


Value  of  the  principal  domestic  exports  of  the   United  Slates  during  the  year  ending  June  30, 
1872.     (Stated  in  the  order  of  magnitude.) 

[The  values  here  given  are  in  currency.] 

Articles.  Value.         J*-* 

1  Cotton,  unmanufactured -?180.  684.  595 

2  Bread  and  breadstuff's 34     -     27 

3  Gold  and  silver,  and  manufactures  of 72,  891,  479 

4  Provisions 59.  696,  670 

5  Mineral  oils 34.  •  '  - 

6  Tobacco 26,  659.  921 

7  "Wood,  and  manufactures  of 15,24     372 

8  Iron  and  steel,  and  manufactures  of 8.  747, 106 

9  Tallow 6.973,  189 

10  Oil-cake *3.  906, 368 

11  Seeds 3. - 

12  Leather,  and  manufactures  of 3,  684,  029 

13  Naval  stores 3,387    364 

14  Furs  and  fur-skins 3,  343,  005 

15  Spirits  of  turpentine 2.  521,  357 

16  Silver-bearing  ore 2,  473.  238 

17  Sewing-machines 2,  436,  085 

18  •  Cotton,  manufactured 2,  304.  431 

19  Coal 1,961,606 

20  Drugs,  chemicals,  and  medicines 1,  783,  630 

21  Live  animals 1,  773,  716 

22  Agricultural  implements 1.  547.  413 

23  Hides  and  skins 1,445, 178 

24  Animal  and  fish  oils 1,  421.  507 

. "  -  d  srar  and  molasses 1. 1 89.  233 

26  Ordnance  stores 1.16J 

27  Hailroad  cars 1,022,  181 

estuffs 975,571 

29  Fruit,  dried  and  green. 804,469 

30  Quicksilver 691.637 

31  Paper  and  stationery 633,048 

32  Soap 615.963 

33  Distilled  spirits 591,499 

34  Vegetable  oils 556,  016 

35  Glass  and  glassware 547.  112 

36  Books  and  other  publications 465,153 

37  Manures 439,  398 

38  Wearing  apparel 427, 799 

39  Hops 408,305 

40  Musical  instruments ~ 401.194 

41  Carriages  and  carts 397,818 

42  Perfumery 

43  Hair,  and  manufactures  of 374.167 

44  Cordage,  rope,  and  twine 362.  343 

45  Ginseng 341.616 

46  Candles',  tallow  and  other 341.210 

47  Marble  and  stone 322.  287 

48  Hemp,  and  manufactures  of 317.  873 

49  Copper,  and  manufactures  of 287 


33.4 

15.7 

13.5 

11.2 

6.2 

4.9 

2    - 

1.6 

1.2 

'  - 

.67 

.65 

.64 

.45 

.44 

.43 

.42 

.35 

.32 

.31 

.29 

.26 

.21 

.25 

.2 

.19 

.18 

.14 

.11 

.1 

.1 

.1 

.1 

.1 

- 

.08 

.07 

."7 

.07 

.07 

.06 

.06 

.06 

.06 

.06 

.05 

.  05 

.05 

Total  value 541.486.521  100.00 


APPEXDIX. 


77 


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APPENDIX.  79 

Tonnage  entered  at  the  port  of  Quebec  from  foreign  ports,  from  1853  to  1872,  inclusive. 


Year. 

Tons. 

Year. 

Tons. 

Sail. 

Steam. 

Total. 

Sail. 

Steam. 

Total. 

1853 

567,  857 
607,  598 
348,  430 
460,  561 
588,  352 
481,  720 
462,  305 
616, 199 
703,  908 
549,  773 
738,  025 

2,821 
11,328 

16,  5!  19 
21,  092 
19,  933 
48,  679 
.  50,759 

71,  894 

72,  025 
59,  ,^1 

570,  678 
618,  926 
348,430 
477,  160 
609,  444 
501,  653 
510,984 
666,  958 
775,  802 
621,  798 
797,  906 

1864 

637,  209 
071,145 
590,  L20 
549,216 
558,600 
573,  353 
619, 145 
515,  764 
650,  512 

61,045 

75,  S51 

75,611 

76, 167 

87,911 

100,  861 

109,  301 

107,  710 

132,  804 

698,  254 

1854 

1865  

1855 

1866 

1867   

186S 

1869 

1870  

1871 

1872   

Grand  total 

665  731 

1856 

625  383 

1857 

646  511 

1858 

674,214 

728,  446 
623,  474 
783,  316 

1859 

1860 

1861 

1862 

1863 

11,  489,  792 

1,  202,  272 

12,  692,  004 

Statement  showing  the  tonnage  entered,  and  the  imports  and  exports,  at   Xew   York  and  at 
Montreal,  each  year,  from  1860  to  1872,  inclusive.     (  Values  stated  in  gold.) 


Year. 

Tonnage  entered. 

Value  of  imports. 

Value  of  exports. 

At  New  York. 

At  Mont  ical. 

At  New  York.  At  Montreal. 

At  New  York.  At  Montreal 

1860 

1,  973,  812 

118,  216 

"4s  ;i;,i 

$233,692,941        $15,479,453 
222,  966,  274         16,  814,  161 
142,  215,  636         20,  529,  893 
177,254,415         18,841,885 
229,  506,  499         25,  651,  738 
154,139,409         19,842,948 

28,792,921 

28,378,117 

242,  530,  659         22,  919,  704 
295,  117,  682         24,  097,  648 
293,  990,  006         31,  524,  861 
357,  909,  770  .       35,  504,  334 
418,  515,  829         45,  675,  016 

Currency.     ' 
$120.  030,  955          $6,  020,  715 

1861 

2,  320,  927 

137,  37!).  956            10  415  738 

1862 

2,  509,  749              259,  901 
2,  554,  858  j            195,  809 
2,382,192              149  046 

152  377  001              8  765  594 

1863 

221   917,  978             7  557  799 

1864 

211,237,222              5  654  186 

1865 

1866 

1867 

1868 

1869 

1870 

2,  075,  477 
2,  697,  325 
2,  754,  005 

2,  865,  252 
3,101,691 

3,  093, 186 

134,  758 
189,  280 
185,  354 
186, 104 
251,  557 
306,  065 
344,  323 
391,  926 

219,  379,  873 

207,  382,  457 
236,031,239 
185,384,  264 

209,  972,  491 
285,  530,  775 
270,  413,  674 

5,  361, 184 
9,  674,  823 

10,  287,  418 

11,  758,  851 
10,748,410 
19,  027, 153 

1871 

3,  413,  436 
3,  969,  339 

19, 133,  519 

1872 

17,  081,  771 

Total  tonnage  entered  at  the  ports  of  Montreal,  Boston,  Xew  York;  Philadelphia,  Baltimore, 
New  Orleans,  and  San  Francisco,  for  each  gear  from  1853  to  1873,  inclusive. 


Year. 

Montreal. 

Boston. 

o 
o 

.s                      i 
■g           i           i 

1           1           o 

£               5                * 

fc                   «•                   'A 

San  Francisco. 

1853 

1854 

Tons.              Tons. 
59,712  !        582,490 
72,305  i         653,443 
48, 139           707.  924 

Tons. 
1,  755,  521 
1,840,007 
1,  735,  907 

Tons.             Tons. 
183,944  i        119,089 
191,  673  ,         156,  448 
185.  975           165.  127 

Tons. 
511,878 
492,  434 
435,  863 
663,  067 
612.286 

Tons. 

252,  820 
208,  952 
172,  947 

1856 

1857 

69,  962 

65,  712 

70, 183 

85,319 

118,  216 

248,  351 

259,  901 

195,  809 

142,  046 

134,  758 

189,  280 

185,  354 

186,  104 
251,  557 
306,  065 
344,  323 
391,  926 

682, 165 
714,  821 
605,  44'J 
734,  107 
718,  587 
771,  948 
619,  435 
639,  828 
681, 189 
655,  035 
725,  424 
731,  930 
042,  478 
779,  371 
793,  927 
836, 104 
881,  486 
819,819 

1,  681,  659  l        173, 178           153,  323 
2,035,619  !        189,102  !        163,381 

168,  352 
149,  242 

1858 

1,694,219           156.671  1         156.810  1         583.776 

147, 175 

1859 

1,  890,  144 

1,  973,  812 
2,320,027 

2,  509,  749 
2,  554,  858 
2,382,  192 
2,  075,  477 
2,  697,  325 
2,  754,  005 

2,  865,  252 
3,101,691 

3,  093,  186 
3,  413,  436 
3,  969,  339 
4,211,624 

180,  421 
185,  162 
183,  408 
171,  882 
194,443 
188,  938 
159,579 

286,  735 
278,  440 
292,  595 
300,  006 
369,  619 
417,911 
466,  817 

189,  982           659,  083 
186,  417           632,  398 
225,110              68.993 

221,  439 

1860 

235,  001 

1861 

205,  602 

1862  . . . 

123,  688 
128,  565 
102,  752 

281,  698 

1863 

256,  584 
299,  558 

1864 

50.  588 

1865 

88,466             50,970 
132,836  !        228,339 

321,  253 

1866 

338. 130 

1867 

203,618           253,729             310.896 

1868 

210,727           326,216 
225,  302           381,  882 
272,  290           458,  447 
315,734           566-797 
368,  1 36           501,  96o 
397, 167           522.  791 

413,  673 

1869 

1870 

443,  737 
393,  983 

1871 

353,  493 

1872 

423,  572 

1873 -.. 

548,  477 

80  APPENDIX. 

Number  of  tons  transported  on  the  New  York  canals,  New  York  Central  Railroad,  and  Eric 
Railway  from  1853  to  1872,  inclusive. 


Tear. 


Of 
ft43 


sis? 

IS* 


1853 
1854 
1855 
1856 
1857 
1858 
1859 
I860 
1861 
1862 
1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 


4,  247,  853 
4, 165,  862 
4,  022,  617 
4, 116,  082 
3,  344,  061 
3,  665, 192 

3,  781,  684 

4,  650,  214 

4,  507,  635 

5,  598,  785 
5,  557,  692 
4,  852,  941 

4,  729,  6.54 

5,  775,  220 

5,  688,  325 

6,  442,  225 

5,  859,  080 
6, 173,  769 
6, 467,  888 

6,  673,  370 


360,  000 

549,  804 

670,  073 

776, 112 

808,  791 

765, 407 

834,  319 

1,  028, 183 

1, 167,  302 

1,  387,  433 

1,  449,  604 

1,  557, 148 

1,  275,  299 

1,602,197 

1,  667,  926 

1,  846,  599 

2,  281,  885 
4, 122,  000 
4,  532,  056 
4,  393,  965 


631,  069 

743,  250 

842,  048 

943,  215 

978,  066 

816,  954 

868,  073 

1, 139,  554 

1,  253,  418 

1,  632,  955 

1,  815,  096 
2, 170,  798 

2,  234,  350 

3,  242,  792 
3, 484,  546 

3,  908,  243 

4,  312,  209 
4,  852,  505 

4,  844,  208 

5,  564,  274 


991,  054 
1,  293,  054 
1,  512, 121 
1,  719,  327 
1,  816,  857 
1,  582,  361 
1,  702,  392 
2, 167, 737 
2, 420,  720 
3,  020,  388 
3,  264,  700 
3,  727, 946 

3,  509,  649 

4,  844,  989 
5, 152, 472 

5,  754,  842 

6,  594,  094 

8,  974,  505 

9,  376,  264 
9,  958,  239 


Statement  showing  the  railway-fares  on  English  railways  for  first,  second,  and  third  class  pas- 
sengers from  point  to  point  herein  mentioned,  and  the  distances  by  rail  between  such  points. 

[Compiled  for  the  United  States  Senate  Committee  on  Transportation  Routes  to  the  Seahoard,  by  the 
Board  of  Trade  of  Great  Britain.] 


Journeys. 


From — 


To— 


London Inverness. 


Do Aberdeen . 

Do Glasgow,.. 


Do 

n,, 
Do 
Do 
Do 
Do 
Do 
1)., 
]>,, 
Do 


Edinburgh... 

Carlisle 

Liverpool 

Fleetwood  . . . 

Holyhead 

Leeds 

Manchester.. 

Milford 

Bristol 

Plymouth. . . . 

Do |  Southampton 

Do !  Brighton 


Do Dover 


Do. 


Do 

Manchester. 

Do 

Do 

Do 

Do 


Do 

Edinburgh 
Bristol 

Do 

Liverpool. . 


Korwich . 


Hull 

Bristol 

Newcastle  . 
Scarboro'  . . 

Hull 

Edinburgh 


Glasgow ... 
do 

Newcastle . 
Edinburgh . 
Yarmouth  . 


Distances. 


592 

542 

406 

398 
209 
202 
231 
264 
225 
189 
285 
118 
247 
76 
50 

78 

113J 

174J 
191 
158 
117 
88 
221 

225 
47 
301 
426 
265 


Railway-lares. 


First- 
class. 


£   ».  d. 
4  10    0 


4    0    0 
3  10    0 


3  10 
2  14 

1  15 

2  0 
2  6 
1  13 
1  12 
2 

1  0  10 

2  6  6 
0  15  6 
0  10    0 


Second- 
class. 


1  10 
1  10 
1  4 
0  19 

0  15 

1  17 

1  17 
0    5 

2  15 

3  10 
2    8 


£  s.  d. 
3  10    0 


3    0    0 
2  11     0 


2  11 
2  0 
1  6 
1  10 
1  15 
1  4 
1  4 
1  16 

0  15    8 

1  12  10 
0  11  0 
0    7    9 


0  18    6       0  13    6 
13    9       0  19    0 


13  0 
116 
0  18  7 
0  14  3 
0  11  9 
16    6 


16  6 

0  4  0 
2  0  6 
2  11  0 

1  17  0 


Third- 
class. 


£  s.  d. 
2    2    6 


2    0    0 

1  13    0 


Remarks. 


Return  tickets  usually  1J 
fares. 

Via   London    and    North- 
western. 
Via  Great  Northern. 


1  13  0 

1    4  2i 

0  16  9  1 

0  19  1 

1  1  10i 
0  15  5i 

0  15  6     Several  competing  lines 

16       3: 

0    9  10  ! 
0  18    8 
0    6    6 
0    4    3 


0    6  6 

0  12  3 

0  13  6 

0  13  7 

0  11  9 

0    9  0 

0    7  5 

0  18  5i 


0  18 

0  2 

1  5 
1  12 
1    2 


No  competition.  Extra 
fares  by  special  express. 

Extra  fares  by  continental 
express. 

Government  rate  by  slow 
trains,  third  class,  9*.  5Jd. 


Via   Midland    and    North 
British. 
Do. 
Keen  competition. 


APPENDIX. 


81 


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82 


APPENDIX. 


C. — Rates  of  wages  paid  by  English  railway  companies. 

[Compiled  for  the  United  States  Senate  Committee  on  Transportation-Routes  to  the  Seaboard,  by  the 
Board  of  Trade  of  Great  Britain.] 


Bank. 


Pay. 


Bemarks. 


Conductors  (lst-class  guards)  . 

Engine-drivers 

Stokers  or  firemen 

Baggagemen  (2d-class  guards) 
Brakemen  (occasional  guards) 
Signalmen 


28s.  to  30s.  per  week. 

5s.  6d.  to  8s.  per  day. 
3s.  6<i.  to  5s.  6d.  per  day. 
25s.  to  28s.  per  week. 
21s.  to  22s.  per  week. 
20s.  to  30s.  per  week. 


For  long  routes,  however,  and  special 
service  up  to  40s.  per  week. 


Varying  greatly  with  the  responsibility 
of  the  post.    In  special  cases  over  30s. 


APPENDIX. 


83 


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84  APPENDIX. 

Memorandum,  with  separate  Tables,  A  to  D. 

Rates  of  freights  from  foreign  ports  to  ports  in  Great  Britain. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation-Routes  to  the  Seaboard,  by 
Valpy,  esq.,  of  the  statistical  and  commercial  department  of  the  Board  of  Trade  of  Great  Britain.  | 


1868. 


1869. 


1870. 


1871. 


1872. 


Imported  into  England  from  ports  on  the 
Black  sea bushels. . 

Average  price  at  Odessa per  bushel. . 

Average  price  in  England do 

Imported  into  England  from  north  of 
Europe  ports bushels.. 

Average  price  at  chief  port  of  exporta- 
tion   per  bushel . . 

Average  price  in  England do 

Imported  into  England  from  American 
ports bushels.. 

Average  price  in  New  York .  per  bushel . . 

Average  price  in  England do 

Average  price  of  native  in  Eng- 
land  do 

Average  rate  of  freight  from  Odessa  to 
England per  bushel . . 

Average  iate  of  freight  from  chief  Baltic 
■wheat-ports  to  England,  .per  bushel. .. 


15,  453,  736 
7«.    "ijd.' 

15,  606,  650 

6s.       Od. 
8*.     73d. 

10,  907,  352 


13,561,249 
4*.  3Jd. 
5a.     7|d. 

16,  026,  318 


5s. 
6s. 


Id. 

8d. 


7s.    lOJd. 
7s.     lid. 


24,  335,  090 

$1  39 

5s.    llfd. 

6s.       Od. 


15,  558, 118 
4s.  5d. 
5s.       6d. 

10,  299,  997 

5s.    lOJd. 
6s.       6d. 

22,  840,  471 


21,604,857 
4s.  6Jd, 
6s.        5d. 

13, 226,  022 

5s.     lid. 
7s.       5d. 

24,  712,  840 


5s.    10Jd. 
5s.     lOd. 


6s.       2d. 
7s.       Id. 


29, 123,  969 


11,998,324 


7s.       9d. 

16,  098,  350 


6s.        8d. 
7ft       Id. 


Statistical  and  Commercial  Department 

Board  of  Trade,  Whitehall, 

•     October  22,  1873. 


B.  VALPY. 


Table  A. — Bates  charged  by  the  Great  Western  Railway  Company  for  the  carriage  of  grain 
and  flour  {wheat,  barley,  oats,  beans,  tyc.)  between  local  stations,  during  the  years  1868, 
1869,  1870,  1871,  and  1872. 

[  Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  R.  Valpy,  esq.,  of  the  statis- 
tical and  commercial  department  of  the  Board  of  Trade  of  Great  Britain.] 


Miles. 

Per  ton. 

Remarks. 

-Miles. 

Per  ton. 

Remarks. 

10 

s.     d. 
2        6 

2  9 

3  4 

4  2 

5  0 

1 

>  2-ton  lots. 

J 

35 

s.     d. 
5      10 

5  10 

6  8 
6        8 

>  2-ton  lots. 

15 

40 

20 

45 

25 

50 

3Q 

Table  B. — Bates  charged  by  the  Great  Western  Railway  Company  for  the  carriage  of  grain 
and  flour  (tcheat,  barley,  oats,  beans,  cfc.)  over  long  distances,  in  competition  with  grain 
sent  by  vessels  to  contiguous  ports,  during  the  years  1868,  1869,  1870,  1871,  and  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  R.  Valpy,  esq.,  of  the  statis- 
tical and  commercial  department  of  the  Board  of  Trade  of  Great  Britain.] 


Miles. 


L20 

130 
140 
L50 
L60 


Per  ton. 


Remarks. 


_  In  lots  of  4  tons 
and  upward. 


Miles. 


170 
iso 
L90 
200 
210 


Per  ton. 


s.     d. 


16 

8 

17 

6 

18 

4 

19 

2 

20 

0 

Remarks. 


In  lots  of  4  tons 
and  upward. 


APPENDIX. 


Table  C. — Scale  of  rates  charged  for  the  conveyance  of  live  stock  over  the  Great  WeL^,  «. 
Railway,  from  the  year  1868  to  1872. 

j  Prepared  for  the  United  States  Senate  Committee  on  Transportation,  by  K.  Valpy,  esq.,  of  the  statis- 
tical and  commercial  department  of  the  Board  of  Trade  of  Great  Britain.] 


Small  wagon,  not  exceeding 
13  feet  6  inches  in  length, 
capable  of  holding  7  fat  or 
10  lean  beasts,  30  fat  or  35 
to  40  lean  sheep, 

Medium  wagon,  not  exceed- 
ing  15   feet   6  inches    in 
length,  capable  of  holding 
8  fat  or  12  lean  beasts,  35 
fat  or  40  lean  sheep. 

Large  wagon,  abont  18  feet 
in  length,  capable  of  hold- 
ing  10   fat,  14   to   16   lean 
beasts,  40  fat  or  50  to  60 
lean  sheep. 

Small  wagon,  13 feet  6 inches, 
capable  of  holding  20  fat 
calves orpigs,  35  to  40  stone 
calves  or  pigs. 

Mil  limn,  15  feet  6  inches,  ca- 
Dable  of  holding  25  to  30 
l;il  calves  or  pigs,  40  to  50 
stone  calves  or  pigs. 

Large,   18  feet,   capable   of 
holding  30  to  35  fat  calves 
or  pigs,  50  to  60  stone  calves 
or  pigs. 

£    s.    d. 

6    0 

11    0 

16    0 

1      1     i 

16    0 

1     14    6 

1  19    6 

2  9    9 

2  10    0 

3  9    9 

4  -  3     G 
4    12    9 

£     s.    d. 

7    0 

12    9 

18    6 

1      4    6 

1     10    3 

1  19    0 

2  4    6 

2  15    3 

3  3     6 

3  19    3 

4  14     9 
r.      5    3 

£     s.    d. 

7     9 

14    6 

110 

17    9 

1  14    6 

2  0     3 

2  12    9 

3  5    9 

3  13     G 

4  11     9 

5  9    9 

6  2    0 

£     s. 

6 

12 

17 

1      2 

1      8 

1  17 

2  2 

2  13 

3  1 

3  16 

4  11 

5  17 

d. 
G 

o 

3 
'■> 
3 
6 
'J 
3 
0 
0 
0 
9 

£     s. 

7 

13 

19 

1      6 

1  12 

2  3 

2  9 

3  1 

3  11 

4  8 

5  6 
5     17 

d. 
3 

6 

9 
0 
3 

3 

('. 
6 
0 
G 
0 
9 

£     s.     d. 
8    3 

15    9 

30  miles 

13    0 
1     10    3 

50  miles 

1  17    6 

2  10    9 

2     17     9 

100  miles 

3     12    0 

120  miles 

4      3     6 

5      4     3 

180  miles  

200  miles. 

6      4    9 
6    18    6 

Table  D. 


-Scale  of  rates  charged  by  &reat  Western  Railway  Company  for  imported  lean 
cattle  going  to  graziny  districts. 


Beasts,  per 
head. 

Sheep,  per 
head. 

123  miles 

s.       d. 
\     4        6 

|     4        9 

I     5        0 

s.      d. 
1        6 

1        8 

1        9 

128  miles 

Minimum  charge  60s. 

Minimum  charge  67*.  6d. 

Minimum  charge  70s. 

Statement  of  freight  shipped  on  through-bills  of  lading  from  Chicago  to  Europe,  via  Lake 
Shore  and  Michigan  Southern  Railway,  during  the  year  ending  December  31,  1873. 


Steamship  lines.               Via — 

Bacon. 

Lard. 

Beef,  pork, 
tallow,  &c. 

Flour. 

Grain — 
wheat. 

Wheat,  in 
pounds. 

Cunard 

Other  steamers  .... 

National 

White  Star 

Great  Western 

Sail 

Allan 

Hooper's 

American 

...  do 

Boxes. 
5G,  673 
19,  543 
7,230 
2,103 
11,  528 
1,183 
1,718 

I   10,307 
I     2, 250 
I   16,484 

Tierces. 
12,  785 
9,331 
2,080 
1,217 
10,  933 
374 
200 

3,362 

1,350 

19,  748 

Packages. 

7,182 

Barrels. 
300 

Bushels. 
117,  786 

46,  647,  702 
14  0°4  832 

New  York 

5,  503,  506 

2,  946,  520 
24  765  921 

...  do 

1,813 

7,275 

226,  272 

245,  217 
954, 100 

7,  345,  084 

do 

Baltimore 

....do 

268,  733 
14, 160 

Philadelphia  . . 

18,  306,  929 

8,  293 '          5,  900 

Allan 1 

Portland 

Montreal 

Do 

21,011,938 

Total 

129,019        61  3fin 

17,  288 

13,  475 

626  951       I'll    751    74Q 

1 

1873 . 
1872. 


70,  846  tons. 
52,  604  tons. 


Increase . 


C.  M.  GRAY, 

Assistant  General  Freight  Agent. 


18,242tons. 

G.  MACDONALD, 

General  Western  Agent  Foreign  Business. 


86 


APPENDIX. 


No.  12. — Length  of  season  of  navigation  for  ten  yean 
OPENING  OF  STRAITS  OF  MACKINAW. 


Year. 


1854 
1855 
1856 
1857 
1858 
1859 
1860 
1861 
1862 
1863 


Opened. 

Apr. 

25 

May 

1 

May 

2 

May 

1 

Apr. 

6 

Apr. 

4 

Apr. 

13 

Apr. 

25 

Apr. 

18 

Apr. 

17 

Tear. 


1864. 
1865. 
1866. 

1867. 
1868. 
1869. 
1870. 
1871. 
1872. 
1873. 


Opened. 


Apr.  23 

Apr.  21 

Apr.  29 

Apr.  23 

Apr.  19 

Apr.  23 

Apr.  18 

Apr.  3 

Apr.  28 


OPENING  AND  CLOSING  OF  THE  ERIE  CANAL. 


Tear. 

Opened.     Closed. 

Number 
of  days. 

1863 

May     1  1  Dec.   18 
Apr.  30     Dec.     8 
May     1     Dec.   12 
May     1  ]  Dec.   12 
May     6     Dec.    10 
May     6     Dec.     7 
May     6     Dec.   18 
May   10     Dec.     8 
Apr.  24  :  Nov.  28 
May   13     Nov.  30 

232 

1864 

223 

1865 

22G 

1866 

226 

1867 

218 

1868 

215 

1869 

226 

1870 

212 

1871 

90() 

1872 

202 

220 

Comparative  length  of  the  season  of  navigation  on  the  Erie  Canal,  on  the  Welland  Canal, 
and  on  the  Saint  Laurence  Canals. 


Number  of  days  of  nav- 
igation each  year. 

Tear. 

Number  of  days  of  nav- 
igation each  year. 

Tear. 

"3 
.2 

= 

Saint  Lawrence 

Canals. 

a 

s 
a 
O 

u 

•A 

a 
ce 
O 

a 
a 

o 

a 

c     . 

M 
Sg 

3 

50 

1848 

223           254           233 
219           249           234 

234  256           223 

235  !        263           215 
241           246           226 
245           261           209 
217           246           21 B 

1858 

226 
212 

245 

959 

215 

1849 

-    <  

220 

1850 

1860     

232           250 

224  |        249 
224           245 
223  !        245 

223  243 
226  1        243 
226           239 

224  1        9ao 

229 

1851 

1861 

224 

1852 

1862 

215 

1853 

1863  

217 

1854 

1864 

224 

1855 

224           241 
213           232 
224 

212 
215 
209 

1865  

r,27 

1856 

1866 

223 

1857 

Statement  showing  the  production  of  cereals  in  the   United  States,  the  quantity  consumed,  and 
th  quantity  exported,  1840  to  1872,  inclusive. 


Tear. 


Production. 


Consumed    in 
the    United 

States. 


Consum- 
ed per 
capita. 


Exported. 


Percent- 
age ex- 
ported. 


1840 
1850 
1860 
1862 
1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 


Bushels. 

615,525,302 

867,  453,  967 

1,  239,  039,  945 

952,  702,  889 

789,  580,  656 

916,  427,  263 

1, 127,  459, 185 

1,  342,  570,  666 

1,  329,  729,  400 

1,  450,  758,  900 

1,  491,  412, 100 

1,  629.  027.  600 

1,  528,  77G,  100 

1,  656, 198, 100 


Bushels. 
602,326,253 

851,  502,  312 

1,  216,  084,  810 

868,  358,  849 

712,121,706 

868,  988, 145 

1,  100, 178.  958 

1,  309,  233i  591 

1,  298, 147,  835 

1,  411,  070,  840 

1, 458.  399, 134 

1,  571,  737,  079 

1,  464,  070,  299 


Per  cent. 
35.21  I 
36.8     ] 
38.68  ! 
35.23 
28.18 
33.  79  : 
31.43 
36.67  I 
35.82 
38.  13 
38.73  I 
41.03 
37.44 


Bushels. 
13, 199,  049 
15,  951,  655' 
22,  955, 135 
84.  344,  040 
77,  458,  950 
47,  439, 118 
27,  280,  227 
33,  337,  075 
31,  581,  565 
39,  688,  060 
33,  012,  966 
57,  290,  521 
64,  705,  801 


Per  cent. 
2 

1.8 
1.8 
8 

9.7 
5 

2.4 
2.5 
2.5 
2.7 
2 

3.5 
4 


APPENDIX. 


87 


POPULATION,  CEREAL  PRODUCTS,  AND  RAILROAD  MILEAGE  OF  THE 
STATES  OF  OHIO,  INDIANA,  ILLINOIS,  MISSOURI.  KANSAS,  NEBRASKA, 
IOWA,  MINNESOTA,  WISCONSIN,  AND  MICHIGAN. 


Population. 

Cereal  products. 

Eailroad 

"Wheat. 

Barley. 

Oats. 

Eye.                Corn. 

mileage. 

1840 

1850 

1860 

1870 

3,  351,  542 

5,  403,  595 

9,  091,  879 

12,  966,  930 

Bushels. 
27,  517,  732 
43,  842,  037 
95,  004, 185 
194,  763,  878 

Bushels. 
472, 199 
831,  517 

4,  908,  723 
10,  608,  389 

Bushels. 
30,  334,  613 
42,  328,  731 
62,  950,  678 
159,  600,  494 

Bushels.          Bushels. 
1, 140,  624       105,  853,  405 
859,507       222,208,502 
4, 101, 158       406, 146,  464 
6,  472,  904       439,  111,  805 

196 

1,276 

11,  055 

23,  769 

LETTER  ADDRESSED  TO  THE  CHAIRMAN  OF   THIS  COMMITTEE  BY  GEO. 

H.  THURSTON,  ESQ.,  OF   PITTSBURGH,  IN   REGARD   TO    THE   IMPROVE- 
MENT OF  THE  OHIO  RIVER. 

Pittsburgh,  October  1,  1873. 

Sir  :  As  chairman  of  a  committee,  for  whose  report  the  people  of  the  whole  country 
look  with  much  anxiety,  permit  me  to  occupy  a  brief  portion  of  your  time  with  some 
statistics  bearing  upon  the  importance  of  the  improvement  of  the  navigation  of  the 
Ohio  River,  and  the  necessity  of  the  government  rendering  that  stream  the  great  cen- 
tral water  highway  of  the  nation,  which  it  can  become. 

The  improvement  of  the  navigation  of  this  great  water-course  has  been  for  years 
the  subject  of  annual  discussion  in  Congress ;  but  to  those  only  who  do  business  upon 
its  waters,  and  the  people  of  the  great  cities  along  its  course,  does  the  importance  to 
the  future,  as  well  as  the  present,  of  the  whole  nation  seem  to  be  understood. 

The  wonder  arises  that,  in  the  grand  march  of  the  nation  to  its  present  magnitude, 
no  statesman  has  seen,  or,  if  so,  failed  to  act  on,  the  absolute  certainty  that  the  Ohio 
River,  from  its  very  geographical  position,  would,  of  unavoidable  necessity,  have  to 
be  made  a  capacious  avenue  of  transportation,  to  meet  the  daily  wants  of  the  mill- 
ions who  would  till  its  valleys'and  develop  the  resources  of  the  seven  States  that  form 
its  water-shed. 

Congress  after  Congress  virtually  ignores  the  creation  of  one  of  the  great  transporta- 
tion facilities  of  the  nation,  and  year  after  year  reluctantly  votes  a  few  thousands  for 
surveys  and  snag-boats  for  the  Ohio,  "  a  tub  to  the  whale,''  but  cheerfully  gives  millions 
after  millions  for  improvements  upon  the  coasts,  to  the  neglect  of  a  navigation  one- 
fourth  longer  than  the  whole  sea-coast  line  of  the  country.  In  that  16,000  miles  of  in- 
land-river navigation  there  are,  in  the  fifteen  States  along  its  banks.  20,266,000  people  ; 
and  in  those  eighteen  States,  with  greater  or  less  shore  along  the  sea-coast,  but  15,931,000, 
including  New  York,  with  4,400,000  inhabitants,  who  are  more  nearly  interested  in  the 
lakes,  or  nearly  thirty  per  cent,  more  inhabitants  directly  interested  in  the  improve- 
ment of  the  Ohio  than  in  the  harbors  of  the  coast-line.  The  seven  immediate  States 
of  the  Ohio  Valley,  under  whose  appointment  a  body  of  commissioners  are  now  striving 
to  obtain  enlarged  governmental  actionfor  the  improvementof  the  Ohio,  have  13,400,000 
population,  or  nearly  ninety  per  cent,  as  many  inhabitants  as  in  the  eighteen  sea-coast 
States,  and  one  hundred  per  cent,  more  than  in  the  balance  of  the  river  States. 

The  importance  not  only  now,  but  in  the  future,  of  the  seven  Ohio  States,  the  fol- 
lowing statistical  statements  will  show  so  forcibly,  I  believe,  that  they  will  make  their 
own  argument  as  to  the  duty  of  the  government: 

By  the  census  of  1870  we  find  that  the  seven  Ohio  Valley  States  had  in  that  year 
13,459,377  inhabitants,  while  the  eighteen  States  having  territory  bordering  on  our  sea- 
coast  had  15,931,152  of  a  population.  In  1830,  when  the  future  necessity  of  the  improve- 
ment of  the  Ohio  began  to  be  urged,  the  seven  Ohio  States  had  4,156,033  inhabitants, 
the  eighteen  sea-coast  States,  8,286,651.  In  forty  years  the  census  of  1870  shows  the 
growth  of  population  in  the  sea-coast  States  has  been  but  little  over  ninety  percent., 
while  that  of  the  Ohio  States  has  been  two  hundred  per  cent.  Under  the  same  ratios, 
at  the  end  of  another  forty  years  the  sea-coast  States  will  have  P.O. -269,189  inhabit- 
ants, and  the  Ohio  States  40,258.,  131.  Shou] d  the  progress  of  the  nation  be  as  great,  then, 
in  the  next  forty  years  as  in  the  past,  and  the  indications  are  that  it  may  be  greater 
rather  than  less,  the  seven  Ohio  States  in  population,  and  by  analogy  of  reasoning  in 
wealth,  will  be  as  powerful  an  empire  in  all  respects  as  the  whole  United  States  now  is 


88  APPENDIX. 

What  then  will  be  the  wants  of  those  States  for  transportation  ?     What  that  of  the 
other  States  of  the  Union  ".     What  should  the  Ohio  River  he  made  in  view  of  this? 

There  were  in  the  other  eight  States  interested  in  the  Ohio  River  in  1860  about  4,846,793 
inhabitants  ;  in  1870  there  were  6,743,398,  or  an  increase  of  thirty-three  percent,  in  the 
last  ten  years.  At  the  same  rates  of  increase  there  will  be,  in  forty  years  from  1870,  a 
population  of  15,734, 262  inhabitants — as  many  as  there  now  are  in  all  the  sea-coast 
States,  and  half  as  many  as  there  will  be  in  those  States  forty  years  from  now.  It  also 
appears  that  at  the  present  time  there  are  in  the  seven  Ohio  States  within  ten  per  cent. 
of  the  population  of  the  coast  States,  and  in  the  seven  Ohio  and  eight  Mississippi  States 
interested  in  the  navigation  of  the  Ohio,  there  is  twenty  per  cent,  more  population 
than  in  the  sea-board  States;  and  in  the  forty  years  there  will  be  over  fifty  per  cent, 
more,  even  if  those  States  maintain  the  same  ratios  of  increase  as  in  the  past  forty 
years. 

But  let  us  look  a  little,  into  the  increase  in  the  wealth  of  the  territory  of  the  Ohio 
Valley  during  the  past  twenty  years  only. 

In  1850  the  valuation  of  property,  real  and  personal,  of  the  seven  States  of  the  Ohio 
was  $2,089,002,652 ;  in  1860  it  was  §5,171,001,897  ;  in  1870  it  is  given  in  the  census  at 
-!n.726,839,301— the  valuation  of  that  of  the  whole  of  the  United  States  being  only 
§30,068,518,507.  In  the  eighteen  sea-coast  States,  the  valuation  in  1850  was  given  at 
s4,:!24.577.745  ;  in  1860  it  was  stated  at  $8,030, 198,734  ;  and  in  1870,  according  to  the 
census,  it  is  $14,229,392,389.  From  this  it  would  seem  that  the  valuation  of  property 
in  the  seven  Ohio  States  had  increased  in  the  past  ten  years  over  one  hundred  per  cent., 
and  in  twenty  years  over  fire  hundred  percent.;  while  in  the  sea-coast  States  it  had  in- 
creased only  seventy- live  per  cent,  in  the  past  ten  years,  and  about  three  hundred  and 
thirty  per  cent,  in  twenty  years,  including  in  that  period  of  time  California  with  her 
great  mineral  developments.  Under  the  same  ratio  of  increase,  as  in  the  past  ten 
years,  the  census  valuation  of  the  Ohio  States  will  be  in  1890,  or  but  a  little  over  sixteen 
years  from  now,  over  thirty-two  billions  of  dollars — more  than  ten  times  our  national 
debt.  This  is  allowing  the  increase  to  be  from  1870  to  1880  the  same  per  cent,  as  from 
I860  to  1870,  and  from  1880  to  1890  only  one-half  that  per  cent.  At  the  same  period 
the  sea-coast  States  would,  under  the  same  ratios,  be  given  at  only  a  little  over  thirty 
billions.  It  will  easily  be  seen  from  these  statistics  how  soon  the  seven  Ohio  States 
will  as  much  exceed  the  eighteen  coast  States  in  wealth  as  they  will  in  population. 

It  is  assumed  in  all  governments  that  statesmanship  is  the  crowning  talent  of  its 
rulers,  and  that  the  carrying  out  of  measures  which,  while  meeting  the  wants  of  the 
people  in  the  present,  prepares  at  the  same  time  for  the  greater  needs  of  the  future, 
cannot  fail  to  be  that  most  conducive  to  the  continued  prosperity  of  a  nation,  and  the 
expenditures,  therefore,  the  least  burdensome  to  the  masses.  The  improvement  of  the 
Ohio  is  not  merely  a  question  of  the  transportation  wants  of  the  thirteen  million  people 
inhabiting  now  the  seven  Ohio  States,  with  property  valued  at  ten  billions  of  dollars, 
important  as  the  question  is  under  such  figures ;  but  it  is  a  question  inside  of  sixteen 
years,  of  over  twenty-five  millions  of  sectional  population  and  thirty  billions  of  prop- 
erty. 

What  shall  be  said  for  the  States  of  the  Mississippi  Valley,  who  feel  to-day,  as  well 
as  those  of  the  Ohio,  the  imperative  necessity  of  addition  to  the  transportation  facili- 
ties of  the  nation  of  such  a  grand  water-highway  as  thirty  millions  of  money  will 
render  the  Ohio  ?  In  1850  the  value  of  the  real  and  personal  property  of  the  eight 
Mississippi  States  was  returned  at  only  §705,803,959.  In  1860  it  was  stated  at 
$2,534,564,571 ;  in  1870  it  was  given  at  $3,811,396,291,  notwithstanding  the  great  loss 
to  four  of  the  eight  States  in  personal  property  by  the  consequences  of  the  rebellion. 
For  nearly  all  the  purposes  of  national  progress,  the  Ohio  is  as  important  to  the  eight 
Mississippi  States  as  to  those  of  the  Ohio.  In  sixteen  years  from  now,  then,  there  will 
lie  not  only  the  vast  population  of  the  latter  States,  and  their  vaster  wealth,  but  that 
of  the  other  river  States,  needing,  in  the  same  increased  ratios  over  present  necessi- 
ties, such  cheap  transportation  facilities  as  the  Ohio  can  be  made  to  furnish. 

Considering  that  it  is  at  all  times  assumed  that  from  eight  to  ten  years  will  be 
needed  to  complete  any  system  of  improvement  of  the  Ohio,  productive  of  navigation 
facilities  demanded  even  now,  it  would  seem,  from  the  few  statistics  preseuted,  that 
no  time  is  to  be  lust  ii.  setting  about  the  work  if  the  necessities  of  the  people  are  to 
be  met.  To-day  fifty  per  cent,  of  the  population  of  the  United  States,  forty  percent, 
of  all  the  States  and  Territories,  and  forty  per  cent,  of  the  census  return  of  the  real 
and  personal  property  valuation  of  the  nation  needs  and  asks  that  the  Ohio  be  suf- 
lieiently  improved  to  meet  not  only  the  wants  of  to-day,  but  those  that  the  statistics 
of  the  nation  show  will  be  of  such  immense  magnitude  in  the  years  now  so  near  at 
hand. 

Let  me  further  present  the  importance  of  these  seven  Ohio  States  from  a  mineral- 
ogical  position,  as  bearing  upon  their  future  necessities  for  the  greatest  possible  facil- 
ities for  water  transportation. 

The  bitumin  >us-coal  ana  of  the  United  States  is  given  at  133,132  square  miles,  in 
the  geological  survey.-,  so  far  published,  while  Great  Britain,  France,  and  Belgium  con- 


APPENDIX.  89 

tain  but  14,096  square  miles,  or  a  little  over  one-tenth.  Of  this  133,132  square  miles 
of  bituminous-coal  deposit,  the  Ohio  States  contain  one  hundred  thousand.  The  rela- 
tion of  fuel  to  manufactures  is  too  well  understood  to  need  comment  to  show  where 
the  manufacturing  population  of  the  United  States  will  be.  The  value  of  minerals 
and  manufactures  to  the  wealth  of  a  nation  has  been  too  clearly  demonstrated  in  the 
national  life  of  Great  Britain  to  require  argument  to  show  what  one  hundred  thousand 
square  miles  of  coal  will  be  to  the  seven  Ohio  States,  if  only  eleven  thousand  has  been 
of  such  incalculable  value  to  Great  Britain.  What  food,  what  transportation,  then, 
will  not  this  nation's  workshop  need  for  its  workers  ? 

How  fast  this  magnet  of  fuel  is  concentrating,  in  the  Ohio  States,  the  manufactur- 
iug  interests  of  the  nation,  the  comparative  statistics  of  the  number  of  the  manufact- 
uring establishments  and  their  product,  in  the  eighteen  sea-coast  States,  and  the 
seven  Ohio  States,  in  1850  and  in  1870  indicates.  In  1850  there  were,  according  to  the 
census,  in  the  eighteen  sea-coast  States,  65,273  manufacturing  establishments,  produ- 
cing 8639,771,163.  Iu  1*60  there  were  66,959,  producing  $1,121,308,395.  In  the  seven 
Ohio  States  in  1850  there  were  36,277  factories,  yielding  $284,452,696  in  products.  In 
1860  there  were  49,099  factories,  yielding  85(^,115,147.  Iu  1870  the  census  gives  101,580 
manufactories  in  the  sea-coast  States,  yielding  $2,237,236,305  products,  and  in  the  seven 
Ohio  States,  97,568  factories,  yielding  products  to  the  value  of  $1,408,916,550.  From 
these  census  statistics  it  appears  that  the  increase  in  the  eighteen  sea-coast  States  has 
in  twenty  years  been  36,307  factories,  and  $1,597,465,138  in  product;  while  m  the 
seven  Ohio  states  the  increase  was  6::. 291  factories,  and  $1,124,483,854  in  product.  It 
is  obvious  that  the  factories  of  the  Ohio  States,  being  of  more  recent  existence,  were 
of  less  magnitude  than  the  older  ones  of  the  eastern  coast,  including  the  mammoth 
manufacturing  corporations  of  New  Euglaud,  and  of  course  of  less  productive  capacity. 
It  will  be  observed  that  the  ratio  of  increase  in  the  Ohio  States  is  about  one  hundred 
and  seventy-five  per  cent.,  and  only  about  fifty-six  per  cent,  in  the  eighteen  sea#coast 
Slates,  or  as  three  to  one;  while  the  increase  in  products  is  only  twenty-rive  per  cent, 
less  than  in  the  older  manufacturing  sections.  Under  the  ratio  of  increase  of  the  past 
ten  years  only,  there  will  be  in  the  seven  Ohio  States  in  twenty  years  from  1870  over 
two  hundred  and  fifty  thousand  factories.  Their  production,  taking  only  the  average, 
indicated  by  the  census  of  1870,  will  lie  three  billions  six  hundred  millions  of  dollars, 
or  fifty  per  cent,  more  than  the  whole  imports  and  exports  of  Great  Britain  to  and  from 
all  countries. 

It  is  for  the  transportation  wants  of  this  wonderful  manufacturing  empire,  surpass- 
ing in  extent  that  of  Great  Britain,  Belgium,  and  France,  the  three  great  manufactur- 
ing fields  of  Europe,  as  seven  to  one,  that  the  improvement  of  the  navigation  of  the 
Ohio  River  is  of  such  national  importance.  Is  it  necessary,  in  the  knowledge  of  what 
the  manufacturing  industries  of  those  three  European  nations  have  been,  to  ask  what 
would  be  the  action  of  their  statesmen  did  similar  opportunities  for  internal  naviga- 
tion exist  within  their  governments  ] 

The  character  of  the  seven  Ohio  States  is,  by  reason  of  their  mineral  deposits,  so 
settled,  that  it  is  obvious  that  a  manufacturing  population  will  largely  predominate; 
and  wheat  as  well  as  other  subsistence  articles  have  to  be  largely  supplied  to  these 
States  from  others.  The  sixteen  sea-coast  States  even  now  depend  on  the  West  for 
two-thirds  of  their  food,  and  the  question  of  their  supply,  under  the  increasing  ratio  of 
population  in  the  future,  assumes  an  overwhelming  magnitude.  Cheap  transporta- 
tion is,  therefore,  one  of  the  provisions  for  the  future  comfort  and  prosperity  of  the 
people  that  wise  rulers  should  lose  no  time  in  preparing.  How  distinctly  the  geo- 
graphical position  of  producers  and  consumers  of  food  in  the  United  States  suggests 
the  central  route  of  the  Ohio  Valley  as  the  line  of  a  cheap  transportation  facility  ;  and 
how  decidedly  the  advantages  of  water  over  rail  transportation  indicate  the  Ohio  River 
as  that  facility. 

But  to  bring  the  question  yet  nearer  our  own  day  :  It  is  assumed  that  it  will  require 
from  eight  to  ten  years  to  complete  any  system  of  improvement  that  will  render  the 
Ohio  the  water  highway  it  should  be  made.  By  the  census  ratios  already  quoted,  there 
will  be  in  sixteen  years  from  now  27,000,000  people  in  the  seven  Ohio  States.  These, 
under  the  consumption  statistics  already  given,  will  require  for  food,  of  wheat  alone, 
162,000,000  bushels,  and  the  sixteen  sea-coast  States,  in  the  same  period,  138,000,000 
bushels,  for  their  23,000,000  inhabitants.  Deducting  the  annual  product  of  wheat  in 
those  twenty-three  States,  there  remains  about  140,000,000  bushels  which  must  be  ob- 
tained from  States  beyond  the  Mississippi.  This  140,000,000  bushels  of  wheat  repre- 
sents 4,200,000  tons  of  transportation.  Three  million  and  seventy  thousand  tons  of 
this  must  go  to  the  sea-coast  States  to  meet  the  absolute  necessities  for  food ;  the  other 
one  million  one  hundred  and  twenty-nine  thousand  tons,  to  the  Ohio  States. 

The  saving  to  consumers,  if  the  Ohio  shall  be  rendered  the  great  water  highway  it 
can  and  should  be,  in  the  transportation  of  this  great  bulk  of  wheaten  food  only,  a  few 
figures  show,  leaving  to  the  natural  suggestions  arising  from  these  statistics  the  enor- 
mous saving  on  the  other  great  mass  of  life's  necessities  and  luxuries,  which  must  also 
result  to  the  people  of  all  sections  of  the  nation. 


90  APPENDIX. 

Grain,  it  is  claimed,  can  be  carried  on  railroads  for  one  and  a  half  cents  per  ton  per 
mile,  and  on  the  Ohio  River  for  three  mills  per  mile.  Under  these  figures  3,070,000  tons 
of  wheat  carried  from  Saint  Louis  to  Pittsburgh  by  rail,  say  800  miles,  would  cost  for 
transportation  $36,840,000;  by  river,  say  1,100  mile's,  would  cost  $10,131,000— a  saving 
to  the  consumer  of  over  .$26,700,000.  The  other  1,129,000  tons  taken  from  Saint  Louis 
to  Portsmouth,  Ohio,  say  800  miles,  as  an  average  distance  of  the  distribution,  would 
cost  by  river  $3,725,700;  by  rail,  say  500  miles,  would  cost  $8,467,500 — a  saving  of 
nearly  $5,000,000  to  the  consumers.  It  may  be  argued  that  this  wheat  being  brought  to 
Pittsburgh  must  be  carried  to  the  eastern  cities,  and  the  cost  of  that  carriage  as  neces- 
sary to  fully  meet  the  consumer  should  be  deducted  from  the  apparent  saving  by  water 
transportation  via  the  Ohio.  Assuming,  then,  the  objective  points  to  be  New  York,  Phil- 
adelphia, and  Baltimore,  and  the  average  distance  375  miles,  the  transportation  would 
be,  at  one  and  a  half  cents  per  ton  per  mile,  a  little  over  seventeen  and  a  quarter  mill- 
ions, making  the  entire  transportation  by  river  and  rail  about  $27,500,000,  while  en- 
tirely by  rail  its  cost  would  be  over  $54,000,000,  leaving  saving  of  $27,000,000  in  one 
year,  or  about  all  of  the  supposed  necessary  expenditure  to  render  the  Ohio  the  great 
Transportation  facility  desired.  The  further  negative  point  might  be  asserted,  that  the 
same  tonnage  could  be  carried  via  the  lakes  and  the  New  York  Canal  to  New  York  for 
about  the  same  cost  as  via  the  Ohio  River,  and  the  Allegheny  Valley,  Pennsylvania 
and  Connellsville  Railroads.  It  must  not  be  forgotten  that  other  points  than  New 
York  will  need  the  wheat,  and  that  the  capacity  of  the  New  York  Canal  is  now  taxed 
to  its  uttermost,  so  that,  giving  it  the  advantage  of  the  very  cheap  lake  navigation,  it 
would  still  have  to  be  carried  from  Dunkirk  to  New  York,  four  hundred  and  sixty 
miles,  by  rail.  Making  Dubuque  the  shipping  point,  thence  by  rail  to  Chicago,  by  lake 
to  Dunkirk,  and  thence  by  rail  to  New  York,  the  cost  of  transportation  will  be  nearly 
$42,000,000,  against  $27,000,000  by  the  Ohio  River  route — a  saving  to  the  consumer,  by 
reason  of  the  improvement  of  the  Ohio,  of  $15,000,000,  or  one-half  in  a  year  of  the  as- 
sumed^ cost  of  the  improvement,  great  as  the  expense  seems.  Any  contrast  by  lake 
and  New  York  Canal  is  unnecessary,  as  the  latter  water-transportation  facility  being 
now  overcrowded,  the  same  ratios  of  increased  population,  production,  and  consump- 
tion which  justify  the  foregoing  figures  will,  even  if  its  capacity  should  be  enlarged, 
cause  it  to  occupy  the  same  neutral  position  in  estimates  of  savings  in  transportation 
as  now,  by  reason  that  local  ratios  of  increase  would  consume  the  capacity  and  afford 
no  relief  for  the  increased  wheat  transportation  under  consideration. 

When,  therefore,  the  trans]>ortation  of  this  one  article  alone,  of  which  nearly  definite 
statistics  can  be  arrived  at,  is  taken  as  the  unit  of  computation  for  the  whole  increased 
tonnage  seeking  transportation  seventeen  years  from  now,  it  will  be  readily  seen  that 
$30,000,000  or  $40,000,000  expended  in  the  substantial  improvement  of  the  Ohio  River 
is  a  national  economy,  not  an  extravagant  scheme  of  internal  improvements.  That 
it  is  an  absolute  necessity  staring  the  nation  in  the  face:  a  wise  precaution  to  prepare 
for  the  coming  millions  of  population,  the  thunder  of  whose  tread  can  even  now  be 
faintly  heard  reverberating  down  the  aisles  of  time. 

I  have  the  honor  to  be,  most  respectfullv,  your  obedient  servant, 

GEO.  H.  THURSTON, 
Chairman  Executive  Committee  Board  of  Commissioners  for  the 

Improvement  of  the  Ohio  River. 

Hon.  William  Windom, 

Chairman  of  the  Senate  Committee  on  Transportation, 

Washington,  D.  C. 


LETTER  ADDRESSED  TO  THE   CHAIRMAN   OF  THIS   COMMITTEE   BY  J.  J. 
WISTAR,  ESQ  ,  PRESIDENT  OF  PENNSYLVANIA  CANAL  COMPANY. 

Office  of  the  Pennsylvania  Canal  Company, 

Philadelphia,  May  19,  1873. 
Dear  Sir:  In  reply  to  your  circular  note  of  the  15th  instant,  requesting  documents, 
tarts,  and  statistics  embraced  within  the  Senate  resolution  in  charge  of  your  commit- 
tee. I  would  respectfully  state  as  follows,  viz: 
The  canal  lines  under  my  superintendence  are — 

I.  The  Pennsylvania  Canal. 

II.  The  Delaware  and  Raritan  Canal. 

The  first-named  lies  wholly  upon  the  waters  of  the  Susquehanna  and  its  tributaries, 
embracing  in  all  a  length  of  360  miles.  It  is  consolidated  from  various  short  lines, 
originally  constructed  by  the  State,  subsequently  sold  to  and  operated  by  sundry 


APPENDIX. 


91 


small  corporations,  and  finally,  by  sundry  measures  of  purchase,  lease,  merger,  &c, 
consolidated  into  the  present  company.  The  dimensions,  tonnage,  &c,  of  the  various 
lines  differed  very  much,  hut  recently  the  company  has  enlarged  the  dimensions  of  the 
main  line  extending  from  Wilkesbarre  to  Columbia,  151  miles,  with  the  following 
results,  which,  for  greater  convenience,  I  give  in  tabular  form — they  apply  to  this 
enlarged  portion  only,  viz: 


o 

~ 

£§ 

6 

it) 

a   . 

-  o 
St 

1* 

Hi 

O 

T.    O 

a 

it 

'3 

.S   C-2 

P, 

fi 

* 

% 

O 

Feet. 

Feet. 

Feet. 

Gross  (o«s. 

In  1867 

17  X    90 

4* 

28 

80 

In  1873 .• 

17  X  180 

6* 

34 

300 

Arrangements  have  also  been  carefully  made — 

1st.  For  the  constant  maintenance  of  the  navigation  during  the  season,  by  strength- 
ening the  structures  and  banks,  and  covering  the  latter  with  stone,  either  in  the  form 
of  paving,  riprapping,  or  macadamizing,  so  as  to  avoid  all  breaches,  accidents,  jams, 
and  other  interruptions,  and  utilize  the  whole  time  of  the  boats'  crews  and  animals 
in  constant  movement. 

2d.  For  the  prompt  loading  and  discharge  of  boats,  for  the  same  reasons. 

In  1866  the  tonnage  was  moved  in  1,600  boats.  In  1872  a  larger  tonnage  was  moved 
in  752  boats. 

In  1866  the  actual  cost  of  movement,  including  boat-service,  labor,  motive  power, 
&c,  but  excluding  the  maintenance  of  the  canal,  averaged  10  mills  per  gross  ton  per 
mile. 

In  1873  it  averages  about  5  mills  per  gross  ton  per  mile,  and,  it  is  confidently  believed, 
will  be  reduced  to  4  mills  in  a  short  time,  when  the  full  result  of  the  improvements 
shall  have  been  realized. 

It  is  difficult  to  reduce  to  an  average  the  remaining  element  of  cost,  viz,  maintenance 
of  the  canal,  since  it  depends  wholly  upon  the  volume  of  tonnage,  there  being  no  ap- 
preciable wear  and  tear.  Upon  railroads  each  ton  moved  is  the  cause  of  an  apprecia- 
ble wear,  or  consumption  of  the  line ;  but,  upon  canals,  when  the  annual  cost  of  keeping 
up  and  operating  the  work  is  once  provided  for  by  the  revenue  arising  from  a  given 
tonnage,  any  additional  quantity  of  tonnage  may  be  moved  without  the  addition  of 
any  appreciable  expense  for  wear.  Hence,  the  larger  the  tonnage  the  less  per  ton  per 
mile  is  the  expense  of  maintenance.  Upon  a  well-built  canal,  with  a  large  tonnage,  it 
ig  very  small,  being  confined  almost  entirely  to  the  decay  of  the  perishable  materials, 
and  the  operation  of  the  locks,  ferries,  &c. 

I  should  add  that  the  Pennsylvania  Canal  is  fed,  or  supplied  with  water,  entirely 
from  concurrent  streams  of  ample  dimensions,  and  its  gradients,  or  lockage,  is  uni- 
formly in  the  direction  of  the  tonnage. 

The  Delaware  and  Raritan  Canal  extends  from  Bordentown  to  New  Brunswick,  and, 
with  a  navigable  feeder,  embraces  67  miles  of  canal,  lying  entirely  in  the  State  of  New 
Jersey.  Together  with  the  adjacent  bays  and  rivers  it  forms  a  coast-wise  line  of  inte- 
rior navigation  between  Philadelphia  and  New  York  of  the  first  importance.  Its  an- 
nual tonnage  exceeds  3,000,000  gross  tons,  with  a  constant  increase,  and  the  number 
of  vessels  engaged  in  its  navigation  is  given  in  the  following  extract  from  a  report 
made  last  year  by  the  superintendent  of  the  steam-towing  department,  F.  B.  Stevens, 
esq.,  viz : 

In  the  year  1871,  15,862  vessels,  carrying  on  the  average  167  tons  each,  passed  from 
the  south  to  the  north  out  of  the  canal  into  the  Raritan.  And  in  the  same  year  the 
total  number  of  vessels  of  all  descriptions  that  passed  out  at  Sandy  Hook  was  9,974, 
averaging  540  tons  each. 

The  tonnage  delivered  into  the  Raritan  through  the  Delaware  and  Raritan  Canal  in 
1871  was  2,647,430  gross  tons. 

The  tonnage  delivered  in  that  year  by  the  Erie  Canal  into  the  Hudson  was  2,365,068 
gross  tons. 

The  tonnage  delivered  into  the  Raritan  in  1871  was  equal  to  the  tonnage  of  the  whole 
foreign  trade,  taken  both  in  American  and  foreign  vessels,  that  passed  out  at  Sandy 
Hook  during  that  year. 

The  tonnage  delivered  into  the  Raritan  in  1871  was  about  three  times  as  great,  in  one 
direction,  as  that  of  the  Suez  Canal  in  the  same  year  in  both  directions.    The  tonnage 


92  APPENDIX. 

that  passed  through  the  Suez  Canal  m  both  directions  in  1871  was  761,367  tons.  I  have 
given  all  the  above  amounts  of  traffic  for  the  year  1871,  as  that  is  the  last  year  for 
which  complete  returns  have  been  made. 

The  summit-level  of  this  canal  has  a  lockage-elevation  of  56.26  feet  above  low  tide. 

The  dimensions  of  the  locks  are  24  by  220  feet,  and  the  width  of  the  canal-prism  on 
the  bottom  40  feet ;  the  depth  of  water  from  8  to  10  feet,  being  equal  to  the  depth  of 
water  which  can  be  carried  over  the  obstructions  in  the  Raritan  River,  which  have 
recently  received  the  attention  of  Congress,  and  are  now  being  surveyed  and  examined 
by  its  orders  with  a  view  to  their  removal.  Any  improvement  which  may  be  effected 
by  Congress  in  the  navigation  of  that  river  will  be  promptly  followed  by  a  correspond- 
ing deepening  of  the  canal,  for  the  size  of  the  cargo  has  a  very  important  result  in  the 
cost  of  transportation. 

The  expense  of  the  chief  elements  of  cost,  viz,  boat-service,  labor,  and  motive  power 
does  not  increase  in  proportion  with  the  increased  number  of  tons  carried  in  the  cargo. 
Hence,  when  these  expenses  are  averaged  upon  a  cargo  of  300  tons,  they  amount  to 
not  much  over  half  as  much  per  ton  as  when  averaged  upon  a  cargo  of  150  tons. 

The  tonnage  of  this  canal  is  of  such  miscellaneous  character,  and  is  transported  in 
such  various  vessels,  moved  by  wind,  steam,  and  animals,  and  the  work  has  come  so  re- 
cently under  its  present  superintendence,  that  I  am  not  prepared  to  give  any  average 
cost  of  transportation.  Of  course  it  is  cheaper  for  staples  than  any  other  mode,  or  it 
would  not  command  the  business,  since  it  controls  no  tonnage  of  its  own,  and  compe- 
tition, both  by  rail  and  outside  vessels,  is  on  this  route  extremely  active. 

The  locks  are  all  operated  by  steam,  and  the  animal-towage,  as  well  as  the  steam- 
towage,  in  the  adjacent  navigable  waters  of  the  United  States,  is  conducted  by  the 
canal,  such  having  been  fouud  necessary  iu  order  to  secure  prompt  movement  and  the 
lowest  cost  for  the  service. 

As  no  specific  information  is  named  in  your  circular,  I  am  uncertain  whether  I  have 
covered  the  ground  desired.  I  abstain  from  advancing  any  theories,  or  general  state- 
ments with  regard  to  extended  transportation  by  artificial  navigation,  since  I  do  not 
understand  that  you  desire  anything  more  than  facts. 

In  respect  of  the  canals  which  now  exist,  I  feel  that  I  ought  not  to  leave  the  subject 
without  inviting  your  attention  to  two  points,  which  are  of  vital  importance  to  them, 
because  it  seems  to  me  that  justice  to  existing  lines  comes  first  in  order  before  the  cre- 
ation of  new  ones. 

I.  Since  canals  now  bear  all  the  national  and  State  taxation  which  is  imposed  on 
competing  railroads,  they  should  not  bear  any  specific  tax  on  boats  unless  the  same  is 
imposed  on  cars.  The  means  or  implements  of  transportation  should  be  either  free  or 
taxed  in  both  cases.  At  present  the  tonnage  and  enrollment  tax  is  demanded  from  all 
boats  which  reach  tide-water  (which  includes  all  boats),  while  there  is  no  tax  on  cars. 
The  district  court  of  the  United  States,  at  Philadelphia,  in  The  boat  Ohio,  Boyle,  claim- 
ant, ads.  United  Slates,  libellants,  has  decided  that  -Canal-boats  are  not  "vessels"  sub- 
ject to  the  enrollment  act,  notwithstanding  which  they  are  now  constantly  seized,  and 
taxes,  penalties,  and  costs  exacted  from  them,  to  the  great  loss  and  harassment  of  the 
laborious  men  who  are  chiefly  their  owners,  and  who  vainly  appeal  to  the  companies 
for  protection. 

II.  I  respectfully  submit  that  the  authorities  of  the  United  States,  viz,  Congress, 
should  exert  their  constitutional  authority  to  prevent  the  closing  of  the  navigable  and 
tide-water  rivers  of  the  United  States,  which  constitute  the  connecting  links  and  nec- 
essary outlets  of  all  existing  canals.  Competing  railroads  find  it  very  convenient, 
under  State  charters,  to  shut  out  cheaper  lines  of  transportation  by  obstructing  them 
with  low  bridges  and  narrow  draws. 

I  could  point  out  several  such  cases,  where  an  annual  tax,  in  the  shape  of  increased 
cost  of  transportation,  has  been  imposed  on  large  communities,  by  small  branch  rail- 
roads of  little  importance,  and  that  exclusively  of  a  local  character. 

I  am  very  far  from  opposing  bridges  or  any  other  improvements,  but  I  contend  that 
when  they  cross  great  lines  of  water  transportation  on  the  navigable  and  tidal  waters 
of  the  United  States,  such  conditions  should  be  imposed  on  their  construction  by  the 
general  laws  of  the  United  States  as  would  prevent  the  confiscation  of  prior  rights, 
which  is  at  this  moment  taking  place  in  at  least  one  locality. 

These  conditions  should  be,  first,  by  requiring  sufficient  height  for  steam-tugs  and 
their  tows  of  barges  to  pass  under  without  obstruction,  and,  secondly,  by  requiring  the 
construction  of  draws  of  sufficient  width  for  vessels  other  than  barges  to  pass  through 
without  breaking  up  the  tows  and  putting  them  together  again.  In  my  opinion,  in 
order  to  protect  the  existing  water-lines  and  navigable  rivers,  a  clear  height  of  forty 
(40)  feet  from  high  water  to  the  bottom  bridge-chords  should  be  required  in  all  cases 
by  general  laws.  Should  this  be  neglected  but  a  few  years  longer,  I  believe  that  the 
existing  navigable  lines  will  be  extinguished  much  faster  than  new  ones  are  likely  to 
be  constructed,  notwithstanding  the  great  advantages  to  the  whole  country  offered  by 
both. 


APPENDIX. 


93 


It  will  afford  nae  pleasure  to  offer  such  further  information  to  the  committee  as  they 
may  require,  either  verbally  or  otherwise. 

Very  respectfully,  your  obedient  servant, 

J.  J.  WISTAE, 

President. 
Hon.  William  Windom, 

Chairman  of  the  Senate  Committee  on  Transportation,  Washington,  D.  C. 


LETTER  ADDRESSED  TO  THE  CHAIRMAN  OF  THIS  COMMITTEE  BY  HON. 
JOSEPH  UTLEY,  PRESIDENT  OF  THE  BOARD  OF  CANAL  COMMISSIONERS 
OF  THE  STATE  OF  ILLINOIS. 

Board  op  Canal  Commissioners,  President's  Office, 

Dixon,  111.,  March  7,  1874. 

Sik:  In  reply  to  your  interrogatories,  under  date  of  February  21,  1874,  I  have  the 
honor  to  reply  : 

The  length  of  the  Illinois  and  Michigan  Canal,  from  the  Chicago  River  to  the  Illi- 
nois River,  at  La  Salle,  is  ninety-six  miles. 

The  canal  is  60  feet  wide  at  water-surface  and  42  feet  wide  at  bottom,  with  a  uni- 
form depth  of  6  feet,  with  the  exception  of  the  summit,  at  the  northern  end,  which  is 
about  8  feet  deep. 

There  are  fifteeu  locks,  with  a  total  lockage  of  145  feet,  descending  from  Lake  Mich- 
igan to  the  Illinois  River  at  La  Salle. 

The  size  of  the  chamber  of  the  locks  is  109  feet  long  by  18  feet  wide,  admitting 
boats  of  one  hundred  and  sixty  tons  burden. 

The  total  cost  of  the  canal  was  $6,557,081.50.  The  expense  of  maintenance,  amount 
of  tolls,  and  number  of  days  of  navigation  for  each  year,  for  the  last  twenty-five 
years,  are  stated  in  the  annexed  table: 

Exhibit  from  1848  to  1873,  inclusive. 


Tear. 


Ordinary 
repairs. 


1848 
1849 
1850 
1851 
1852 
1853 
1854 
1'855 
1856 
1857 
1858 
1859 
1860 
1861 
1862 
1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872' 
1873 


43, 
38, 
39, 
42, 
40, 
36, 
38, 
33, 
37, 
36, 
34, 
34, 
39, 
40, 
49, 
47, 
39, 
43, 
46, 
52, 
49, 
43, 
54, 
42, 
t53, 


Ext  raordinary 
repairs,  renew- 
als, and  hyd. 
works. 


$6,  744 

26,  999 
19,  996 
19,  027 
10,  692 

4,486 
16,654 
32,  657 
58,  357 
65,  825 
21,  972 
40,  406 
48,  275 
15,  823 
15,  337 
13,  021 
18,  572 
85,  614 
72,647 
116,  504 
69,  067 
42,  251 
65,  597 
42,  667 
46,  090 

27,  573 


Gross 
expenses. 


$43, 197 

70,  922 

58,  415 

58,  475 

53,  508 

44,  870 

53,  242 

70,  873 

91,  458 

103,  082 

58,  088 

74,  432 

82,583 

55,  061 

55,  362 

62,  715 

66, 107 

124,  869 

116,  363 

162,  656 

122,  052 

91,  765 

108,  695 

97  222 

88^  876 

81,  098 


Tolls. 


$87,  890 
118,  375 
125,  504 
173,  300 
168,  577 
173,  372 
198,  326 
180,  519 
184,  310 
197,830 
197, 171 
132, 140 
138,  554 
218,  040 
264,  657 
210,  386 
156,  607 
300,  810 
302,  958 
252,  231 
215,  720 
238,  759 
149,  635 
159,  050 

165,  874 

166,  641 


Canal 

Canal 

opened. 

closed. 

April  19 

Nov.   29 

April  20 

Dec.      6 

Mar.   22 

Dec.      6 

Mar.    15 

Dec.      8 

Mar.    29 

Dec.      8 

Mar.    14 

Dec.     12 

Mar.    15 

Dec.      2 

April    3 

Dec.     12 

April    8 

Dec.      4 

May      1 

Nov.    20 

April    1 

Dec.      1 

j  Mar.    16 

Dec.      3 

Mar.      8 

Nov.    26 

[  Mar.      4 

Nov.    28 

April    1 

Dec.      3 

1  Mar.     4 

Dec.      1 

!  Mar.    10 

Dec.      1 

April  10 

Nov.    15 

April  11 

Oct.     31 

April  10 

Nov.    15 

April    4 

Oct.     31 

April    7 

Nov.    15 

April    7 

Oct.       8 

April    6 

Nov.    25 

April    1 

Dec.      1 

April  10 

Nov.    20 

No.   of 
days 
open. 


224 
231 
259 
269 
255 
274 
263 
253 
241 
204 
244 
264 
264 
270 
247 
271 
265 
218 
203 
209 
210 
222 
184 
234 
144 
225 


Note. — The  figures  in  the  above  table  from  1848  to  May  1, 1871,  are  as  given  by  the  trustees  of  the 
Illinois  and  Michigan  Canal. 

*  Tolls  were  reduced  from  25  to  35  per  cent.  March,  1872. 

t  In  this  amount  is  $25,400  paid  collectors,  lock-tenders,  and  superintendent,  which  would  leave  the 
amount  pioperly  chargeable  to  ordinary  repairs  $38,125. 


94  APPENDIX. 

Average  length  of  season  of  navigation  240^-  days. 

No  sufficient  data  can  be  obtained  to  determine  the  dates  of  the  opening  and  closing 
of  navigation  in  the  Illinois  River. 

In  answer  to  yonr  second  interrogatory,  I  would  say  that  I  know  of  no  act  of  Congress 
giving  the  State  authority  to  take  control  of  the  improvement  of  the  Illinois  Eiver, 
but  some  time  subsequent  to  1801  Congress  made  an  appropriation  of  $85,000  for  the 
improvement  of  the  said  river,  a  small  portion  of  which  was  expended  in  dredging, 
and  the  balance  diverted  by  the  United  States  Engineer  Department  to  the  improve- 
ment of  the  Mississippi  River. 

The  legislature  of  the  State  of  Illinois,  in  1869,  made  an  appropriation  of  $400,000  for 
the  improvement  of  the  Illinois  River;  and  authorized  the  canal  commissioners  to 
construct  a  lock  and  dam  in  the  river  below  its  junction  with  the  Illinois  and  Michigan 
Canal,  so  as  to  secure  at  least  7  feet  of  water  in  the  channel  at  all  seasons  of  the  year. 

In  April,  1869,  Congress  passed  a  law  appropriating  $"2,000,000,  to  be  expended  under 
the  direction  of  the  Secretary  of  War.  for  the  repair,  preservation,  and  completion  of 
works  for  the  improvement  of  rivers  and  harbors. 

On  the  25th  of  June,  1869,  the  honorable  Secretary  of  War  allotted  $85,000  for  the 
improvement  of  the  Illinois  River,  the  work  to  be  done  and  expenditures  to  be  made 
under  the  direction  of  Bvt.  Maj.  Gen.  J.  H.  Wilson,  United  States  Army. 

On  the  4th  of  August,  1869,  the  canal  commissioners  and  D.  C.  Jeune,  State  engineer, 
met  General  Wilson  at  his  office,  where  it  was  determined  that  the  interests  of  com- 
merce and  the  largest  and  most  useful  improvement  of  the  river  could  be  secured  by 
expending  the  §85,000  in  dredging  out  the  bars  and  deepening  tlie  channel  of  the  river 
between  Henry  and  Copperas  Creek,  a  distance  of  60  miles,  where  the  next  lock  in  the 
series  should  be  built. 

At  the  session  of  Congress  in  1870,  an  appropriation  of  .$100,000  was  made  for  the  im- 
provement of  the  Illinois  River. 

On  the  31st  of  August,  1870,  the  canal  commissioners,  accompanied  by  Engineers  D. 
C.  Jeune  and  Win.  Gooding,  met  General  Wilson  at  Peoria,  and  after  examining  the 
various  plans  for  improving  the  Illinois  River,  it  was  mutually  agreed  that  the  amount 
ought  to  be  expended  in  dredging  the  bars  below  the  point  where  the  former  appro- 
priation of  |85,000  will  be  exhausted,  and  as  shall  apply  to  the  different  points  on  the 
river  where  other  locks  and  dams  should  be  built. 

The  last  Congress  of  the  United  States  having  made  an  appropriation  of  §100,000 
for  the  improvement  of  the  Illinois  River,  and  believing  that  the  interest  of  the 
whole  people  would  be  promoted  by  expending  at  least  a  portion  of  that  sum  in 
putting  in  the  foundation  of  the  proposed  lock  at  Copperas  Creek,'  the  governor 
of  this  State  directed  the  commissioners  to  make  an  application  to  Colonel  Macomb, 
United  States  engineer  in  charge,  for  that  purpose. 

The  result  of  the  application,  and  the  governor's  personal  efforts,  at  the  Department 
n  Washington,  is  fully  explained  by  the  accompanying  correspondence  : 


"  Rock  Island,  Illinois,  April  30,  1873. 
"  Dear  Sir  :  With  a  view  of  making  the  most  advantageous  application  of  the  recent 
appropriation  by  Congress  of  §100,000  for  the  improvement  of  the  Illinois  River,  I  should 
like  to  be  informed  as  to  the  provision  made  by  the  State  of  Illinois  toward  the  same 
end.  I  should  also  be  pleased  to  have  any  suggestions  from  you  as  to  the  particular 
work  upon  the  river  that  would,  in  your  opinion,  be9t  subserve  the  public  interests, 
taking  iuto  consideration  what  has  been  done  already  toward  this  improvement. 
,;  I  remain,  verv  respectfully,  your  obedient  servant, 

"  J.  N.  MACOMB, 
'•  Colonel  Engineers,  U.  S.  A. 
"To  Joseph  Utley,  Esq.,  Chairman  of  Board  of  Canal  Commissioners,  Illinois." 


"Dixon,  Illinois,  May  1,  1873. 
"  My  Dear  Sir  :  Your  note  of  the  30th  April  is  before  me.  In  reply  to  your  inquiries 
as  to  provisions  made  by  the  State  of  Illinois  for  the  further  improvement  of  the  Illi- 
nois River,  permit  me  to  say  that  the  legislature  of  the  State  has  made  an  appropria- 
tion of  the  net  revenue  of  the  Illinois  and  Michigan  Canal  to  the  amount  of  §430,000 
for  the  purpose  of  improving  the  Illinois  River,  and  authorized  the  canal  commissioners 
to  commence  the  building  of  a  lock  and  dam  at  Copperas  Creek,  as  soon  as  there  shall 
be  accumulated  the  sum  of  §100,000  ;  that  sum  will  not  be  available  until  about  the 
15th  of  September  next.  Consequently  the  canal  commissioners  would  most  respect- 
fully ask  that  a  sum  sufficient  to  put  in  the  foundation  for  a  lock  at  Copperas  Creek  be 
expended  for  that  purpose  by  the  United  States  the  coming  summer,  out  of  the  $100,000 


APPENDIX.  95 

appropriated  by  Coi  gr-iss,  at  its  last  Bession,  for  the  in  provement  of  the  Illinois  River. 
You  are  aware  that  the  State  has  built  a  lock  and  dam  at  Henry,  thirty  miles  below 
the  junction  of  the  Illinois  and  Michigan  Canal  and  the  Illinois  River,  at  a  cost  of 
$400,000,  and  by  au  agreement  made  with  General  Wilson,  your  predecessor,  the  sum 
of  $85,000  allotted  by  the  Secretary  of  War  for  the  improvement  of  the  Illinois  River 
was  expended  in  dredging  the  bars  between  Henry  and  the  proposed  lock  at  Copperas 
Creek,  a  distance  of  sixty  miles  thereby  giving  seven  feet  of  water  at  all  seasons  of  the 
year,  when  the  lock  and  dam  at  Copperas  Creek  shall  be  completed.  Thus  you  will 
see  that  perfect  harmony  has  existed  between  the  United  States  Engineer  Department 
aud  the  authorities  of  this  State  as  to  the  improvement  of  the  Illinois  River.  By  com- 
ply ing  with  the  request  indicated  above  you  will  hasten  the  completion  of  this  important 
work  fully  one  year,  and,  in  my  judgment,  it  will  best  subserve  the  interests  of  com- 
merce, and  be  the  most  economical  expenditure  that  can  be  made  of  the  appropriation 
by  both  the  United  States  and  the  State  governments. 
"I  remain,  your  most  obedient  servant, 

"JOSEPH  UTLEY, 
"  Canal  Commissioner. 

"Col.  J.  N.  Macomb,  Engineer  Department,  U.  S.  A.,  Rockford,  7(7." 


"Dixon,  Illinois,  July  10,  1873. 
"Governor:  You  will  see  by  the  inclosed  advertisement  that  the  United  States  En- 
gineer Department  has  decided  to  use  so  much  of  the  appropriation  of  §100,000,  made 
by  the  last  Congress  for  the  improvement  of  the  Illinois  River,  as  shall  be  necessary  to 
build  the  foundation  for  the  lock  at  Copperas  Creek,  thus  saving  to  the  State  one  year 
in  time  and  about  $80,000  in  money  in  the  construction  of  that  important  work.  The 
well-known  ability  and  large  experience  of  Colonel  Macomb,  United  States  engineer  in 
charge,  is  a  sure  guarantee  that  the  work  will  be  done  in  the  most  thorough  and  sub- 
stantial manner. 

"Your  obedient  servant, 

"JOSEPH  UTLEY, 
"Canal  Commissioner. 
"His  Excellency  John  L.  Beveridgf,  Springfield,  III." 

Thus  you  will  see  that  perfect  harmony  has  existed  between  the  United  States  En- 
gineer Department  and  the  authorities  of  the  State  of  Illinois  in  adopting  plans  for 
the  improvement  of  the  Illinois  River. 

The  first  lock  aud  dam,  located  at  Henry,  was  completed  on  the  11th  of  January, 
1872,  at  a  cost  of  $400,000,  securing  seven  feet  of  water  in  the  channel  a  distance  of 
thirty  miles — up  to  the  junction  of  the  Illinois  aud  Michigan  Canal  with  the  Illinois 
River. 

Two  years'  experience  has  satisfactorily  demonstrated  that  the  improvement  will 
accomplish  all  that  its  most  ardent  supporters  have  predicted. 

The  legislature  at  its  last  session  made  an  appropriation  of  $430,000  from  the  net 
revenues  of  the  canal  and  river  improvement  for  the  construction  of  another  lock  and 
dam  at  the  mouth  of  Copperas  Creek,  sixty  miles  below  the  one  at  Henry. 

In  answer  to  your  third  interrogatory,  I  would  say :  The  locks  in  the  Illinois  River 
below  the  canal  are  not  being  built  under  the  direction  of  government  engineers,  but 
are  beiug  built  of  a  size  recommeuded  by  United  States  Government  engineers,  aud  of 
sufficient  capacity  for  the  passage  of  gun-boats,  and  much  larger  and  more  expensive 
than  is  required  for  the  ordinary  wants  of  the  commerce  of  the  State  of  Illinois. 

To  your  fourth  interrogatory,  the  fall  of  the  Illinois  River  from  La  Salle  to  the  mouth 
of  the  river,  a  distance  of  two  hundred  and  twenty-eight  miles, .is  but  twenty-nine  feet 
and  four  inches. 

It  will  require  but  three  more  locks  and  dams,  making  five  in  all,  to  complete  the 
improvement,  so  as  to  make  slack-water  navigation  through  the  entire  length  of  the 
river,  giving  seven  feet  of  water  in  the  channel  at  all  seasons  of  the  year. 

In  auswer  to  your  fifth,  although  very  desirable,  I  do  not  feel  authorized  to  say  that 
the  State  of  Illinois  will  at  present1  enlarge  the  canal-locks  to  the  size  of  the  locks  in 
the  river,  or  increase  the  depth  of  the  canal  to  the  same  depth  that  will  be  obtained 
in  the  river  when  the  improvement  is  completed. 

To  your  sixth,  as  to  the  effect  of  the  Illinois  and  Michigan  Canal  and  Illinois  River 
in  reducing  freights  on  competing  railways,  by  referring  to  the  following  table  you 
will  there  see  that  the  canal  has  a  very  marked  and  decided  influence  in  reducing 
charges  on  competing  railways: 


- 


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:k  and  dam  at 
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- 

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Carnal  Commi&ioiier. 
.     -       . 

CJkmmrwmn  of  Senate  Commit 'ee  <h»  JrLR-^jrtofio*. 


LET  I1VEEE.  OF  PEXJfSYL- 

ATOE.  EV  Al 
LVA5IA. 


•: :    I  indo:- 


APPENDIX  97 

engineer,  of  Pennsylvania.     He  has  devoted  years  of  srndy  to  the  subject,  and  has 
brought  to  bear,  in  this  examination,  professional  culture  and  practical  experience. 
-  Very  respectfully,  & 

SIMON  CAMEB1  N 
Washington,  D.  •  ..  Ik  ember  1".  1»73. 

HarrisburCt.  Pa..  Noeemtter  2?    183 

My  Dear  Sir:  The  subject  of  great  water-conimnnications  seems  as  yet  to  have  in- 
spired no  very  active  interest  in  Pennsylvania.     Yet  I  question  much  whether  the 
a  State  in  the  Union  which  has  bet*  3  for  notice  in  that  particular  at  the  hands 

of  the  general  government. 

This  yon  may  remember  I  mentioned  to  you  on  one  occasion  last  winter,  when  you 
agreed  with  me.  fully  informed  as  you  were  as  a  citizen  of  the  interior  of  the  State  in 
this  very  important  matter. 

I  took  the  liberty  of  addressing  the  Hon.  William  Windom.  chairman  of  the  Senate 
committee  having  this  subject  nndei  -       ration,  who  was  kind  enough  to  reply  to 

me.  stating  that  my  representations  would  receive  attention  at  the  hands  of  the  com- 
mittee. 

I  now.  however,  knowing  the  interest  you  take  in  all  subjects  of  benefit  to  the  great 
State  you  so  well  represent  in  the  Senate,  will  endeavor  to  make  to  you  a  statement 
laying  down  the  claims  of  Pennsylvania  in  such  a  manner  as  that  I  hope  they  can  be 
easily  underst> 

Oue  of  the  duties  of  the  Committee  on  Transportation  Routes  is  to  find  wl> 
line  or  great  lines  of  water  communication  should  I 

Thanks  to  the  most  favorable  phys         _  r  great  S"  a  -    -tern 

of  snch  lines  might  be  constructed  across  her  territory,  aud  for  cheapness  and  short- 
I  question  whether  any  other  lines  could  surpass  them. 

The  Erie  Canal  will,  no  doubt,  attract  the  attention  of  the  eommittei      a  :  th* 

important  water  avenues  that  can  be  constructed,  joining  the  East  and  the  W    - 

The  first  of  the  great  Pennsylvania  lines  that  I  shall  mention  to  you  will  use  a  por- 
tion of  that  canal  at  its  western  end.  and  reach  tin  -  illy  soon  in  time  and  dis- 
tance :  that  is  to  sav.  in  a  distance  of  about  five  hundred  miles,  in  round  numbers,  from 
Buffalo. 

It  mu?t  be  premised,  however,  that  before  the  Pennsylvania  system  could  be  brought 
into  play,  the  desire  of  Baltimore  would  have  to  be  gratified  by  the  construction 
ship-canal  through  the  Delaware  peninsula,  using,  probably,  the  Sassafras  River, 
g  a  port  on  the  estuary  of  the  Delaware. 

That  canal  constructed,  its  sea-port  would  become  the  sea-port  of  the  Pennsylvania 
-    si    mi.  and  thai   s  rt  would,  by  the  line  I  propose,  be  probably  not  oue  mile  far- 

ther from  Buffalo  than  the  port  ot  New  York  is  by  way  of  the  Erie  Canal  at  this  mo- 
ment. 

One  hundred  and  fifty  miles  from  Buffalo,  on  the  line  of  the  Erie  Canal,  at  a  pi 
called  Montezuma,  the  Seneca  Lake  invites  the  passing  produce  to  turn  aside  and  move 
along  its  waters,  thus  reaching  the  upper  north  branch  of  the  Susquehanna  at  Elmira. 
from  thence  following  tb  branch  and  the  main  stem  of  the  Susquehanna, 

finally  reach  the  Chesapeake  Pay.  from  whence  it  rinds  the  sea  at  the  Baltimor-   - 
port  on  the  Delaware  Pay. 

The  distance,  as  has  si  iTed.  is  not  a  mile  longer:  indeed,  it  is  most  probably 

shorter  than  the  distance  by  the  way  of  Albany  to  New  3  a  delay  c 

by  lockage  operating  against  this  proposed  route.     But  apply  the  advanced  - 
engineering  to  its  construction,  and  there  will  be  found  no  other  adverse  discrepancy. 
The  extra  lockage  would  not  exceed  ten  or  twelve  hours  in  delay,  and  those  hours 
would  be  made  up  by  the  insurance  of  safety,  considering  the  dangers  of  towiij_-     o 
the  Hudson  River,  and  thi        .       later  engin  _  The  elevation  to  be 

overcome  will  be  about  350  feet  above  Lake  Ei  -  ibove  the  level  of  the 

There  is  no  want  of  water:  and  as  fin-  the  country  through  which  t": 
to  pass,  it  is  not  surpassed  on  this  continent — perhaps  not  in  the  world. 

Canal  communication  on  a  small  scale  ha*  existed  for  the  whole  distance,  except  for 
the  twenty  miles  or  so  proposed  to  be  made  through  the  peninsula,  and  a  rive  ■ 
hundred  ton  canal  is    -      s       made  and  supplied  with  water  for  the  whole  way  as 
the  line  of  the  Erie  Canal  to  Albany. 

The  connection  even  from  Oswego,  on  Lake  Ontario,  by  this  line  to  the  ocean,  though 
somewhat  long  s     might  well  rival  the  old  route. 

AtOsweg  si  Syracuse  1  no  doubt  heard  n       - 

in  favor  of  the  Erie  Canal  made  by  prominent  citizens. 

Every  word  that  recommends         x        fork  sysb        -  to  this 

and  were  this  thoroughly  examined  by  competent  engineers 

its  advant  ges  as  1 :  were  the  canal  constructed  under  the  science  of  engineer- 

insr.  with  its  imp]  -  nee  up  to  the  present  time.  I  question  much  whether 

7  A 


98  APPENDIX. 

the  line  would  not  prove  itself,  as  a  national  undertaking,  superior  in  many  respects 
to  the  Erie  Canal. 

Of  course  nothing  can  he  done  without  a  careful  survey.  The  prima  facie  character- 
istics of  this  line  call  for  such  a  survey  at  the  hands  of  the  general  government,  cer- 
tainly before  choice  he  made  of  the  Erie  Canal,  as  the  best  possible  work  that  can  be 
created  between  the  termini. 

Thus  Pennsylvania  puts  forth  her  claim  in  comparison  with  that  of  New  York  as 
regards  a  connection  between  Lake  Erie  and  Lake  Ontario  and  the  seaboard. 

Let  us  now  look  at  what  she  has  to  present  in  regard  to  the  Ohio  Valley  and  the 
Atlantic. 

A  connection  hetween  the  Ohio  and  New  York  City  by  water  would  be  so  much 
longer  than  such  connection  through  any  of  the  other  competing  States  that  it  can 
scarcely  be  entered  iu  the  way  of  competition. 

It  is  questionable  whether  there  is  any  such  connection  at  all  practicable  except  by 
way  of  the  great  lakes,  and  such  a  connection  would  be  fifty  per  cent,  at  least  longer 
than  any  other. 

Pennsylvania,  then,  is  left  in  competition  with  Maryland  and  Virginia  alone;  the 
connection  with  the  sea  through  the  more  southern  States  being  so  far  removed  as  to 
be  independent  of  rivalry. 

The  seaboard  may  be  reached  from  the  Ohio  by  three  different  routes,  commencing 
at  Pittsburgh. 

The  first  ascends  the  Allegheny  River  to  the  mouth  of  the  Kiskiminetas,  and  thence 
by  the  Conemaugh  reaches  the  Alleghany  Mountains,  through  which  a  tunnel  would 
connect  the  eastern  and  western  waters,  and  the  valley  of  the  Juniata  would  be  used 
to  reach  the  Susquehanna,  and  thence  the  sea  at  our  new  sea-port  on  Delaware  Bay. 
a  distance  erf  something  over  four  hundred  miles,  say  at  the  utmost  four  hundred  and 
twenty-five  miles.  A  canal  has  existed  on  this  whole  line  except  through  the  summit 
of  the  mountain,  which  was  overcome  by  a  portage  railway. 

The  second  ascends  the  Allegheny  River  still  further,  and  by  the  Red  Bank  (already 
surveyed  and  pronounced  practicable  by  competent  engineering  authority)  or  by  the 
Clarion  i as  yet  not  thoroughly  examined),  reaches  the  summit  of  the  mountain,  through 
which,  by  a  tunnel,  it  would  connect  the  upper  waters  of  the  west  branch  of  the  Sus- 
quehanna and  thence  reach  the  sea  by  this  great  water-course  and  terminate  at  the 
same  port.  This  last,  by  the  longest  route  chosen,  would  not  exceed  four  hundred 
and  fifty  miles  in  length. 

The  third  line  ascends  the  Monongahela,  and  following  its  tributaries  to  the  Alle- 
ghany Mountains,  by  a  tunnel  connects  with  the  waters  of  the  Potomac,  and  by  the 
route  of  the  Chesapeake  and  Ohio  Canal  debouches  at  Washington. 

Its  length  to  Washington  City  would  be  about  three  hundred  and  fifty  miles;  but  it 
must  be  remembered  that  Washington  is,  by  tide  and  bay  navigation,  about  one  hun- 
dred and  sixty  miles  from  Hampton  Roads,  and  until  a  shipment  reaches  that  point  it 
has  not  attained  the  open  ocean,  which  it  may  be  said  to  have  reached  wheu  it  shall 
have  arrived  from  the  West  at  our  port  on  the  Delaware  Bay.  So  the  route  to  the  sea 
by  the  Chesapeake  and  Ohio  Canal  may  be  called  some  sixty  miles  longer,  at  the  least, 
than  the  longest  of  the  other  routes. 

The  topographical  difficulties  of  the  Chesapeake  and  Ohio  route  are  no  whit  easier 
than  those  of  the  Kiskiminetas  line.  The  summits  are  not  more  than  fifty  miles  apart, 
and  the  elevation  is  essentially  the  same,  say  about  £,000  feet  above  the  level  of  the 
sea.  The  tunnels  would  both  be  long — in  the  neighborhood  of  four  miles — and  water 
is  not  more  difficult  to  procure  at  the  one  than  at  the  other.  In  short,  they  have  both 
been  pronounced  practicable  by  the  highest  engineering  authority  and  opinion,  which 
was  invited  by  the  United  States  Government. 

The  west  branch  route  has  an  elevation  less  than  twelve  hundred  feet  above  the 
level  of  the  sea.  and  the  tunneling  ou  that  route  would  uot  be  so  expensive  as  on  the 
two  others. 

A  survey  of  these  routes  I  have  not  any  doubt  would  decide  iu  favor  of  either  of  the 
Pennsylvania  lines  as  against  the  Maryland  line,  and  all  we  ask  is  that  a  careful  scien- 
tific examination  of  the  whole  ground  be  made  a  condition  precedent  of  any  choice. 

A  route  more  nearly  approaching  successful  rivalry  with  ours  is  the  route  of  the 
James  River  and  Kanawha  Canal.  This,  if  I  remember  rightly,  would  not  much  ex- 
ceed ours  iu  distance  to  Norfolk,  but  I  believe  the  physical,  or,  as  I  have  called  them, 
topographical  difficulties,  would  far  exceed  those  of  Pennsylvania. 

There  is  a  long  tunnel  spoken  of,  and  an  uncertainty  as  to  water,  not  met  with  in 
Pennsylvania. 

I  may  mention  incidentally  that  the  James  River  and  Kanawha  Canal  commences 
at  or  near  the  mouth  of  the  Kanawha  on  the  Ohio,  ascends  to  the  Alleghany  Mountains 
(in  the  vicinity  of  Greenbrier  White  Sulphur  Springs),  which,  crossing  by  a  tunnel,  it 
connects  with  the  headwaters  of  the  James  River  and  debouches  at  Richmond,  Va. 
It  will  have  its  warm  advocates  before  the  committee,  so  I  need  not  say  more  about  it. 


APPENDIX.  99 

If  the  government  entertains  any  idea  of  making  or  assisting  to  make  a  great  water- 
trausportation  route  to  the  seaboard,  let  Pennsylvania  not  be  forgotten;  that  is  all 
that  is  asked  for  her.  The  State  is  so  fortunately  situated  that  all  the  greatest  rail- 
way lines,  and  I  believe  all  the  greatest  canal  lines,  must  cross  her  territory  if  the  most 
favorable  physical  geography  for  their  construction  be  taken  into  the  account. 

With  regard  to  the  more  southern  routes,  I  mean  more  southerly  than  the  Virginia 
route,  that  they  are  of  very  great  importance  is  not  to  be  gainsaid.  Routes  to  the 
sea  from  the  great  southern  branches  of  the  Ohio  are  of  paramount  importance.  But 
they  must,  nevertheless,  be  considered  local  in  comparison  with  the  great  northern  and 
middle  routes,  that  is,  having  for  their  sea-port  no  point  south  of  Norfolk. 

In  the  first  place,  the  coast  navigation  of  the  United  States  on  the  Atlantic  side 
south  of  Hampton  Roads  and  of  the  Virginia  capes  is  unsafe. 

It  is  so  dangerous  as  to  compel  a  charge  at  the  hands  of  underwriters  largely  in  ex- 
cess of  the  percentage  of  insurance  submitted  to,  I  believe,  anywhere  else  in  the  world. 
So  that  a  first-class  water  communication  would  have  an  undesirable  terminus,  if  strik- 
ing the  ocean  anywhere  below  the  entrance  to  Chesapeake  Bay.  As  local  works,  how- 
ever, there  can  be  uo  doubt  of  the  success  of  the  great  Georgia  and  Alabama  canals. 
The  prospective  production  of  that  country  is  simply  incalculable.  So  soou  as  the 
political  asperities  subside  in  those  States,  and  the  people  of  our  whole  country  can 
feel  as  thoroughly  protected  in  person  and  property  there  as  they  do  in  the  North  and 
in  the  West,  an  access  of  industrial  movement  and  prosperity  will  be  inaugurated  in 
that  region,  which  even  in  the  most  active  and  stirring  portions  of  the  North  and 
West  will  never  have  been  exceeded. 

It  needs  but  the  mere  nervous  excitement  occasioned  by  the  civil  war  to  subside  to 
be  succeeded  by  an,  at  present,  inconceivable  activity. 

Then  the  vast  physical,  material,  and  economical  advantages  of  those  States  will  be 
availed  of,  and  canals  and  railways  will  build  themselves.  The  Coosa  will  be  joined 
to  the  Tennessee  and  "  wild  Altamaha"  will  cease  to  "murmur  in  its  woe." 

But  still  the  southern  seaboard  will  remain  dangerous,  and  the  time  may  come  when 
goods  from  the  interior  bound  for  that  coast  will  take  a  channel  improved  inside  the 
sand-spits  as  they  are  called,  and,  protected  by  them  from  the  dangers  of  Cape  Look- 
out and  Cape  Fear,  whose  names  alone  suggest  disaster,  reach  one  of  the  most  capa- 
cious harbors  in  the  world,  at  Norfolk,  and  thence  move  out  upon  the  open  ocean. 

The  coast  is  admirably  adapted  for  such  a  navigation,  one  of  the  safest  and  cheapest 
possible.  A  sloop  navigation  accommodating  vessels  of  nine  or  ten  feet  draught  ex- 
tends now  along  the  shore,  for  hundreds  of  miles,  requiring  very  little  improvement  to 
make  it  continuous  from  Norfolk  to  Florida. 

A  canal  across  the  Floridian  peninsula  would  extend  that  navigation  to  the  Gulf 
States,  when  the  outside  navigation  would  be  abandoned  and  its  dangers  be  avoided. 

These  are  things  to  be  looked  to  in  contemplating  the  prospective  commerce  of  this 
great  country,  and  when  they  shall  be  accomplished,  what  a  commanding  position 
will  be  that  of  Norfolk — undoubtedly  the  most  important  sea-port  on  this  great  conti- 
nent. 

I  trust  I  have  not  been  betrayed  into  writing  too  long  a  letter,  but  if  I  have,  the 
importance  of  the  subject  must  be  my  excuse. 

Other  States  have  stood  up  for  the  great  work  that  might  be  constructed  within 
their  borders.  The  committee  of  the  Senate  has  been  heard  of  north,  south,  east,  and 
west  of  us — and  if  their  attention  has  not  been  attracted  to  Pennsylvania,  it  is  no  doubt 
because  Pennsylvania  has  not  pressed  her  claims. 

Would  it  not  then  be  surprising  if  Pennsylvania  should  at  last  be  discovered  to  pos- 
sess greater  advantages  for  the  location  of  these  great  works  than  any  other  State  in 
the  Union — seeing  that  her  citizens  have  seen  this  national  committee  assemble  and 
meet  at  various  parts  of  the  United  States,  listen  to  discussions  of  the  propriety  of 
building  works  elsewhere,  and  let  the  time  pass  over  without  a  word  in  favor  of  their 
own  territory  ? 

I  trust  that  the  crude  and  hurried  suggestions  contained  in  this  paper  may  have  the 
effect  to  draw  the  attention  of  the  committee  to  our  unparalleled  advantages. 

I  know  that  the  paper  cannot  be  placed  in  better  hands  than  yours,  so  many  years 
of  whose  life  have  been  devoted  to  the  practical  service  of  your  native  State  and  the 
nation  at  large. 

I  know  that  you  will  not  neglect  the  claims  of  the  old  Keystone  of  the  Federal 
Union. 

I  am,  sir,  very  respectfully,  your  obedient  servant, 

JAMES  WORRALL, 

Civil  Engineer. 

Hon.  Simon  Cameron, 

United  States  Senate,  Washington,  D.  C. 


100  APPENDIX. 


PROCEEDINGS  OF  THE  OSWEGO  BOARD  OF  TRADE  AND  ITS  SPECIAL  COM- 
MITTEE, TOGETHER  WITH  THE  REPORT  OF  THE  HON.  WM.  J.  McALPINE 
TO  THE  COMMITTEE,  ON  THE  SUBJECT  OF  TRANSPORTATION-ROUTES 
FROM  THE  WEST  TO  THE  SEABOARD. 

Board  of  Trade  Rooms, 

Oswego,  2f.  Y.,  September  1, 1873. 

Proceedings  of  the  special  committee  of  the  Oswego  Board  of  Trade,  on  the  subjects  of  cheap 
transportation  and  water-routes  from  the  West  to  the  seaboard. 

Immediately  on  its  being  brought  to  the  attention  of  the  Oswego  Board  of  Trade 
that  the  Senate  of  tbe  United  States  had  raised  a  special  committee  to  take  into  con- 
sideration the  various  routes  of  transportation  from  the  Western  States  to  tide-water, 
and  to  report  upon  the  same  to  the  Senate  at  its  next  annual  session,  the  Oswego  Board 
of  Trade  took  cognizance  of  the  matter,  and  appointed  a  special  committee  to  take 
into  consideration  the  whole  subject  as  far  as  related  to  the  great  water-routes  from 
the  West  to  the  seaboard. 

Full  powers  were  given  to  the  committee,  with  instructions  to  consider  the  subject 
in  all  its  bearings,  to  procure  all  the  information  possible,  and  to  secure  the  best  engi- 
neering talent  for  the  service  of  the  board. 

The  following-named  gentlemen  were  appointed  on  the  committee : 

Messrs.  G.  B.  Sloan,  W.  D.  Smith,  F.  B.  Lathrop,  A.  H.  Failing,  J.  C.  Churchill,  J. 
L.  McWhorter,  B.  Doolittle,  I.  L.  Jenkins,  G.  Mollison,  M.  Merick,  J.  W.  Pitkin,  of 
Oswego,  W.  Foster  of  Cleveland,  Oswego  County,  and  W.  S.  Nelson,  W.  Johnson,  D. 
W.  Gardner,  G.  M.  Case,  and  J.  N.  Pratt,  of  Fulton. 

The  committee  met  and  appointed  Hon.  John  C.  Churchill  chairman,  and  Mr.  John 
L.  McWhorter  secretary. 

Hon.  W.  J.  McAlpine  was  appointed  consulting  engineer,  with  whom  were  associ- 
ated Engineers  Greene,  of  Troy,  and  Kimball,  of  Fulton. 

Hon.  William  Windom,  chairman  of  the  Senate  Committee,  visited  Oswego,  ex- 
plained in  full  the  objects  of  his  committee,  and  requested  certain  detailed  statistical 
information. 

Upon  his  return  to  Washington,  in  a  lengthy  communication  addressed  to  this  com- 
mittee, he  asked  for  an  engineer's  report  on  the  whole  subject-matter,  which  would 
embody  the  views  of  this  committee  aud  its  engineer  in  the  fullest  detail. 

This  communication  was  laid  before  Mr.  McAlpine,  with  instructions  to  make  a  full 
report  based  upon  surveys  <and  reports  heretofore  made  on  theliue  from  Oswego  to  the 
Hudson,  and  on  new  surveys  to  be  made  of  the  proposed  lines  from  Fulton  on  the  Os- 
wego River  to  the  Oneida  Lake. 

The  report  printed  herewith  contains  his  views  and  suggestions  with  regard  to  the 
whole  subject-matter. 

All  the  statistical  information  required  by  Mr.  Windom,  and  which  is  contained  in 
various  elaborate  tables  of  great  length,  covering  the  details  of  the  grain  and  flour 
transportation  and  manufacturing  business  of  Oswego  for  a  long  series  of  years,  and 
which  were  compiled  by  Mr.  H.  C.  Stillman,  the  statistical  secretary  of  the  board, 
were  laid  before  Mr.  Windom  at  Washington,  for  the  use  and  information  of  his  com- 
mittee. 

For  further  information  reference  is  made  to  the  report  of  Mr.  McAlpine  and  the  re- 
ports of  the  chairman  and  secretary  of  this  committee. 

The  Hon.  John  C.  Churchill, 

Chairman  Special  Committee  of  Oswego  Board  of  Trade  on  Cheap  Transportation  : 

Sir:  I  have  the  honor  to  present  the  report  of  the  Hon.  Wm.  J.  McAlpine,  civil  en- 
gineer. 

Mr.  McAlpine  has  embodied  his  report  in  the  form  of  replies  to  certain  queries  laid 
before  this  committee  by  the  Hon.  William  Windom,  United  States  Senator  from  Min- 
nesota, and  chairman  of  the  Senate  Special  Committee  on  Transportation-Routes  to 
the  Seaboard. 

In  addition  to  furnishing  replies  to  Senator  Wiudom's  communication  to  this  com- 
mittee, Mr.  McAlpine  has  expressed  very  clearly  his  own  views  relative  to  the  several 
water-routes  from  the  head  of  lake  navigation  to  tide-water,  the  cost  of  construction 
of  the  Oswego  route,  and  the  relative  cost  of  transportation  by  the  said  routes  to  the 
seaboard. 

It  is  with  much  gratification  I  am  enabled  to  state  that,  as  will  appear  by  reference 
to  the  report,  Mr.  McAlpiue  decides  in  favor  of  the  Oswego  water-route,  and  shows 
most  conclusively  that  a  ton  of  freight  or  bushel  of  grain  can  be  transported  from 
Chicago  via  the  enlarged  Wetland  Canal,  or  the  projected  Niagara  ship-canal,  Lake  Onta- 
rio, the  Oswego  route  via  Oneida  Lake,  the  improved  Erie  Canal  from  the  Oneida  Lake 


APPENDIX.  101 

junction  to  Troy  or  Albany  and  the  Hudson  River  to  New  York,  much  more  cheaply 
and  quickly  than  by  the  Erie  Canal  route  via  Buffalo,  or  the  Saint  Lawrence  and  Lake 
Champlain  routes,  were  either  of  those  routes  improved  to  their  best  capacity. 
Very  respectfully, 

JOHN  L.  McWHORTER, 

Secretary. 
J.  L.  McWHORTEK,  Esq., 

Secretary  Special  Committee  Oswego  Board  of  Trade  on  Cheap  Transportation : 

Sir  :  I  hereby  respectfully  submit  answers  to  inquiries  made  by  the  Hon.  Win.  Win- 
doiu,  chairman  of  the  United  States  Senate  Committee  on  Transportation-Routes  to 
the  Seaboard,  under  dates  of  July  20  and  31,  1873,  as  follows: 

1st.  As  to  titles  and  dates  of  reports  by  Childs,  Kirkwood,  and  McAlpine  upon  ca- 
nal-routes from  Lake  Ontario  to  the  seaboard. 

These  reports,  together  with  other  professional  papers,  and  a  large  portion  of  my 
library,  have  been  contributed  to  the  library  of  the  American  Society  of  Engineers, 
and  are,  therefore,  not  accessible  to  me  at  this  time,  but  may  be  examined  at  the  so- 
ciety rooms,  63  William  street,  New  York. 

2d.  In  order  to  institute  a  comparison  between  the  canal-route  from  Oswego  to  Troy 
via  Oneida  Lake  and  the  route  via  proposed  Caughnawaga  Canal,  I  desire  two  state- 
ments of  distances  as  follows: 

OSWEGO  ROUTE  VIA  ONEIDA  LAKE. 

Miles. 

Oswego  Canal  improvement 21 

Canal  thence  to  Oneida  Lake 13|- 

Oneida  Lake 23" 

Oneida  Lake  Canal 6 

Erie  Canal  to  Troy 128 

Total 19U 

LOCKAGE. 

No.  Feet  lockage. 

Oswego  Canal 13  113 

Canal  to  Oneida  Lake 2  9 

Oneida  Lake  Canal 7  60 

Erie  Canal  to  Troy 46  427 

Total 68  609 

CAUGHNAWAGA  CANAL  ROUTE. 

Miles. 
From  point  in  Lake  Ontario  opposite  Oswego  to  Saint  Lawrence  River  at  Kings- 
ton   „ 22 

Saint  Lawrence  River  navigation 134 

Saint  Lawrence  Canal  navigation 35£ 

Caughnawaga 34^ 

Richelieu  River 23 

Lake  Champlain Ill 

Champlain  Ship-Canal 25 

Hudson  River  to  Troy 40 

Total 425 

LOCKAGE. 

No.  Feet  lockage. 

Saint  Lawrence  River  Canal 22  162 

Caughnawaga  Canal 3  •      29 

Champlain 8  83.8 

Hudson  River  Improvement 11  116 


Total 44  390.8 

Showing  a  difference  in  distance  in  favor  of  the  Oswego  route  of  233^  miles,  and  a 
difference  in  lockage  in  favor  of  the  Champlain  route  of  218-,%  feet.  Taking  each  lock 
<'is  equivalent  to  a  mile  of  canal,  the  difference  is  209|  miles  in  favor  of  the  Oswego 
iroute. 

The  eastward  and  westward  lockage  of  the  two  routes  are  as  follows : 


102  APPENDIX. 

OSWEGO  ROUTE. 

Feet. 

Ascending  eastward 182 

Descending  eastward 427 

CAUGHNAAVAGA  KOUTE. 

Feet. 

Ascending  eastward 79 

Descending  eastward 311-180- 

It  will  be  observed  that  there  is  an  apparent  error  in  the  difference  of  level  between 
Lake  Ontario  and  the  Hudson  of  12fV  feet  as  shown  above.  This  difference  results 
from  the  fall  in  the  Saint  Lawrence  and  Richelieu  Rivers,  which  is  not  included  in  the 
lockage. 

The  number  of  locks  between  Kingston  and  Caughnawaga  is  22,  a  few  of  which 
may  be  avoided  by  light-draught  vessels. 

3d.  Proposed  dimensions  in  prism  and  locks  of  the  Caughnawaga  Canal. 

In  1855  the  government  of  Canada  requested  John  B.  Jervis,  esq.,  to  survey  and  esti- 
mate the  cost  of  a  canal  from  the  Saint  Lawrence  to  Lake  Champlain. 

The  plan  reported  upon  by  Mr.  Jervis  was  as  follows  : 

PKISM. 

Feet. 

AVidth  at  surface  from  124  to  150,  and  in  places  even 250 

Width  at  bottom,  minimum 80 

Depth  of  water 11 

LOCKS. 

Feet. 

Length 200  to  230 

Width 36 

Depth  of  water  on  miter-sill 10 

In  1869,  the  late  John  B.  Mills  made  a  survey  of  the  Caughnawaga  Ship-Canal  for 
vessels  of  500  tons  capacity ;  the  plan  now  suggested  would  provide  for  the  passage 
of  boats  of  1,000  to  1,200  tons,  and  the  proposed  dimensions  of  prism  and  locks  are  as 
follows : 

PRISM. 

Feet 

AVidth  at  surface,  minimum 150 

AVidth  at  bottom,  minimum 100 

Depth  of  water 13 

LOCKS. 

Feet. 

Length  of  chamber 270' 

AATidth 45 

Depth  of  water  on  miter-sill 12 

4th.  Proposed  dimensions  of  prism  and  locks  of  Oneida  Lake  Ship-Canal. 
These  are  as  follows  : 

PRISM. 

0  Feet. 

AVidth  at  surface 140' 

AVidth  at  bottom 120 

Depth  of  water 10 

locks. 

Feet. 

Length  of  chamber 185 

AVidth  of  chamber 29 

Depth  of  water  on  miter-sill 9* 

5th.  Dimensions  and  capacity  in  tons  of  cargo  (2,000  lbs.)  or  in  bushels  of  wheat  (CO- 
lbs.)  of  the  boats  which  it  is  proposed  to  employ  on  each  of  these  routes. 


APPENDIX.  1 03 

The  boats  which  it  is  proposed  to  employ  on  the  Oswego  route  will  be  as  follows: 

Feet. 

Length 170 

Beam 28 

Draught  of  water 9 

Capacity,  tons 750 

Capacity,  bushels,  wheat 25,  000 

The  capacity  of  the  boats  proposed  by  the  Caughnawaga  route  will  be  1,000  to  1,200 
tons,  or  from  33,000  to  40,000  bushels  of  wheat.  These  dimensions  must  of  course  con- 
form  to  those  of  the  Saint  Lawrence  River  canals,  and  hence  will  be  about  as  follows: 

Feet. 

Length 185 

Beam 34 

Draught  of  water  not  to  exceed 9 

The  proposed  Champlain  ship-canal  prism  is  put  at  110  feet  wide,  with  a  depth  of 
10  feet  of  water,  and  the  locks  will  be  270  feet  long  by  45  feet  wide,  with  a  depth  of  9 
feet  on  the  miter-sills. 

The  capacity  of  the  boats  will  be  about  1.000  tons,  or  33,000  bushels  of  wheat. 

6th.  Speed  assumed  in  lake  and  river  navigation  on  each  route. 

In  my  opinion  it  will  not  be  found  economical  To  exceed  the  following  speeds  ; 

On  lakes,  eight  miles  per  hour. 

On  rivers,  six  miles  per  hour. 

7th.  Speed  of  movement  on  canals  on  each  route: 

It  is  assumed  that  a  speed  of  four  miles  per  hour  may  be  maintained  on  the  canals 
of  both  routes,  between  locks,  and  that,  including  lockage,  except  possibly  on  the 
Welland,  an  average  speed  of  three  and  a  half  miles  per  hour  may  be  maintained  ;  in- 
deed, there  is  scarcely  a  doubt  but  that,  on  the  Oneida  Lake  route,  an  average  of  three 
and  a  half  miles  per  hour  may  be  maintained  between  Oneida  Lake  and  Troy  and 
between  Oswego  and  Phcenix.  Upon  this  route  it  is  proposed  to  tow  a  single  barge; 
i.  e.,  machinery  will  be  put  in  only  half  the  barges. 

I  am  of  the  opinion  that  this  mode  of  transportation,  under  the  circumstances,  will 
be  found  most  economical,  although  the  duration  of  each  trip  will  be  somewhat  greater 
than  where  each  barge  is  provided  with  machinery  for  its  propulsion. 

While  towing,  a  speed  of  three  and  a  half  miles  per  hour  may  be  maintained  between 
locks,  or  an  average  of  three  miles  per  hour,  including  lockage. 

The  models  of  boats  designed  for  lake  and  river  service,  will,  of  course,  admit  of  a 
higher  rate  of  speed  on  canals  of  suitable  size  than  can  be  obtained  economically  with 
ordinary  canal-boats. 

8th.  Time  consumed  in  each  lockage  on  each  route. 

In  ordinary  practice,  with  boats  of  750  to  1,000  tons  capacity,  the  time  consumed  at 
each  lock  will  be  about  fifteen  minutes,  except  on  the  Welland  Canal,  where  it  varies 
at  present  from  twenty  to  thirty  minutes,  but  on  the  enlarged  canal  will  not  exceed 
fifteen  minutes. 

9th.  Estimated  time  required  to  make  the  passage  from  a  point  on  Lake  Ontario  op- 
posite Oswego,  to  Troy,  by  the  Caughnawaga  canal  route. 

Allowing  fifteen  minutes  for  each  lockage,  aud  taking  the  speed  as  heretofore  stated, 
the  time  will  be  as  follows: 

Hours. 

From  point  as  stated  to  Kingston,  lake 2.75 

From  Kingston  to  Caughnawaga,  river 22.  33 

From  Kingston  to  Caughnawaga,  canal 14. 

From  Caughnawaga  to  Saint  John's,  canal 9.  4 

From  Saint  John's  to  Rouse's  Point,  river , 3.83 

From  Rouse's  Point  to  Whitehall,  lake 13.87 

From  Whitehall  to  Fort  Edward,  canal 9. 

From  Fort  Edward  to  Troy,  river 9.  41 

Total 84.59 

Or  3t\ni  days. 

10th.  Estimated  time  required  to  make  the  passage  from  Oswego  to  Troy  by  the 
Oneida  Lake  route. 
Estimating  as  before,  the  time  will  be — 

Hours. 

From  Oswego  to  Phoenix,  canal 8. 5 

From  Phumix  to  Oneida  Lake,  canal 3.  75 

Through  Oneida  Lake,  lake 3.  83 


104  APPENDIX. 

Hours. 

From  Oneida  Lake,  canal 3. 25 

Higginsville  to  Troy,  canal 43.  5 

Total 62.83 

Or  2Mj  days, 

Showing  a  difference  of  0.89  of  a  day  in  favor  of  the  Oswego  route,  or  21  hours. 

Hours. 

By  the  Caughnawaga  route  the  steaming  time  is 73.  50 

Time  in  locks 11 

Total 84.59 

While  by  the  Oswego  route  the  steaming  time  is 45.  88 

Time  in  locks 16.  95 

Total 62.83 

Showing  a  difference  in  steaming  time  of  ahout  twenty-eight  hours  iu  favor  of  the 
Oswego  route.. 

Considering  the  difference  in  steaming  time  and  the  reduced  rate  of  consumption  of 
fuel  while  the  barges  are  locking,  the  difference  between  the  two  routes  maybe  put  at 
one  day,  or  28^  per  cent,  in  favor  of  the  Oswego  route. 

Considering  time  alone,  the  difference  is  25-pV  per  cent,  in  favor  of  the  Oswego  route. 

In  this  connection  it  may  not  be  out  of  place  to  state  that  average  time  from  Oswego 
to  Troy  by  the  Oswego  and  Erie  Canals  is  about  six  days. 

Collecting  results  for  convenience  of  reference,  we  have: 

Days. 

Time  from  Oswego  to  Troy,  via  Oswego  aud  Erie  Canals 6 

Via  Caughnawaga  route 3.  52 

Via  Oneida  Lake  route 2.  63 

11th.  Estimated  cost  of  transportation  per  ton  of  2,000  pounds  or  bushel  of  wheat  of 
60  pounds  from  Chicago  to  New  York,  via  the  enlarged  Welland  Canal  and  Caughna- 
waga canal-route. 

In  making  this  estimate  it  will  be  assumed  that  the  cost  will  depeud  upon  the  cost 
of  the  vessel,  its  capacity  and  life-time,  and  upon  the  daily  cost  of  running  it.  It  will 
also  depend  upon  the  condition  as  to  whether  full  or  only  partial  cargoes  may  be  se- 
cured, and  whether  or  not  constant  employment  is  allowed.  Iu  the  present  case  we 
may  assume  that  the  vessels  will  secure  cargoes  of  at  least  one-fourth  for  the  return- 
tiip,  but  as  the  rates  paid  are  usually  double  those  paid  for  eastward-bound  freight, 
the  result  will  be  equivalent  to  half  cargoes  westward  bound,  with  uniform  rates  east 
and  west. 

The  expense  of  the  rouud  trip  will  be  charged  to  the  single  trip  in  this  proportion, 
i.  e.,  £  to  down  trip  and  £  to  up  trip. 

The  several  elements  of  cost  will  then  be : 

1.  Interest  on  cost  of  vessel,  say  7  per  cent. 

2.  Maintenance,  say  10  per  cent. 

3.  Running  expenses. 

Vessels  of  750  tons  capacity  will  be  considered  in  all  cases,  except  between  Chicago 
•and  Oswego,  where  1,500  tons  will  be  estimated  for. 

A  propeller  of  750  tons,  fitted  for  service  upon  the  lakes,  will  cost  about  $60,000. 

The  annual  interest  upon  this  sum $4,  200 

Maintenance,  10  per  cent 6,  000 

Total 10,200 

This  sum  for  the  season  of  navigation,  of  say  two  hundred  days,  will  amount  to  $51 
per  day,  adding  fuel,  $60,  and  crew,  $29.  The  total  daily  expense  for  interest,  main- 
tenance, and  running  amounts  to  $140. 

Detentions  are  estimated  at  two  days  at  each  end  of  the  route,  or  four  days  for  the 
rouud  trip. 

The  average  speed  will  be  about  the  same  both  ways,  considering  the  general  cur- 
rent tending  toward  tide-water. 

The  time  consumed  in  making  a  single  trip  will  be  : 

Hours. 

Chicago  to  Port  Huron,  lake ?."> 

Port  Huron  to  Detroit,  lake 3. 12 

Port  Huron  to  Detroit,  river 5.  0 

Detroit  to  Lake  Erie,  river 3.  5 


APPENDIX.  105 

Hours. 

Through  Lake  Erie  to  Port  Colbonrne,  lake 12. 75 

Port  Colbourne  to  Dalhousie,  Welland  Canal 12 

Dalhousie  to  point  opposite  Oswego,  lake 17.  25 

Thence  to  Troy,  as  before 84.  59 

Troy  to  New  York,  river 25.  69 

Total 240.88 

Say  H>  days. 

The  duration  of  a  round  trip,  with  the  assumed  detentions,  will  therefore  be  24  days, 
at  a  cost  of — 

20  days'  steaming,  at  $140 $2,800 

4  days  in  port,  at  $80 320 

Total 3,120 

5  for  the  down  trip  is ','. '  >80 

Which  represents  the  cost  of  transportation  of  750  tons,  or  25^000  bushels  of  wheat, 
1,644  miles. 

The  cost  per  ton  per  bushel,  and  per  ton  per  mile,  will  therefore  be  : 

Cost  per  ton $275 

Cost  per  bushel 8^  cts. 

Cost  per  ton,  mile li  cts. 

Tolls  and  insurance  not  included. 

12th.  Estimated  cost  of  transportation  per  ton  of  2,000  lbs.,  or  bushel  of  60  lbs.,  from 
Chicago  to  New  York,  via  the  enlarged  Welland  Canal  and  Oneida  Lake  Ship-Canal 

route. 

Hours. 

From  our  last  estimate  we  have  the  time  from  Chicago  to  Oswego 130.  62 

From  Oswego  to  Troy,  as  before 62. 83 

From  Troy  to  New  York,  as  before 25.  67 

Transshipment  at  Oswego 24 

Total .' 243.12 

Pays. 

Or  from  Chicago  to  New  York 10£ 

In  this  case  it  is  proposed  to  employ  vessels  of  1,500  tons,  or  50,000  bushels  capacity, 
between  Chicago  and  Oswego,  and  to  transfer  cargoes  into  750-ton  canal-vessels  at  the 
latter  place. 

The  cost  to  be  estimated  will  therefore  be  made  up  of  these  several  items,  as  follows: 

1.  Cost  from  Chicago  to  Oswego. 

2.  Cost  of  transshipment  at  Oswego. 

3.  Cost  from  Oswego  to  New  York. 

Vessels  of  1,500  tons,  suited  to  lake  service,  will  cost  §105,000,  and  the  daily  expense 
will  be  made  up  thus,  estimated  as  before: 

Interest  and  maintenance $89  25 

Fuel,  oil,  and  waste 120  00 

Crew,  say 40  75 

Total 250  00 

Hours. 

The  time  to  Oswego  will  be 130.62 

Or  5.44  days;  say  5£  days. 

With  4  days'  detention,  the  round  trip  will  be  made  in  15  days,  at  a  cost  of— 

11  days'  steaming,  at  $250 $2,750  00 

4  days  in  port,  at  $130 520  00 

Total 3,270  00 

£  for  the  down  trip  is 2, 180  00 

Which  represents  the  cost  of  transporting  50,000  bushels  of  wheat  from  Chicago  to 
Oswego. 

The  cost  per  bushel  will  therefore  be  4-13r1'i,-  cents. 

The  cost  of  transfer  from  the  lake  propeller  to  the  proposed  steam-barge,  with  im- 
proved modern  machinery  and  appliances,  will  not  exceed  i  cents  per  bushel. 


106  APPENDIX. 

The  proposed  steam-barges  to  ply  between  Oswego  and  New  York  are  estimated  to 
cost  $35,000  each,  and  the  daily  expense  of  maintaining  and  running  them,  together 
with  interest,  will  be : 

Interest  and  maintenance $29  75 

Fuel,  oil,  and  waste GO  00 

Crew 25  25 

Total 115  00 

The  time  from  Oswego  to  New  York  will,  as  previously  estimated,  be : 

Hours. 

Oswego  to  Troy 62.  83 

Troy  to  New  York 25.67 

Total... 88.50 

Or  3^,,  days. 

The  round  trip  will  therefore  be  made  in  ll^  days  (detentions  as  before),  at  an  ex- 
pense of — 

Seven  and  four-tenths  days'  steaming,  at  $110 $814 

Fonr  days  in  port,  at  $50 200 

Total 1.014 

$■  for  down  trip  is 676 

Which  represents  the  cost  of  transporting  25,000  bushels  of  wheat  from  Oswego  to 
New  York. 
The  cost  per  bushel  will  therefore  be  2^]^  cents. 

SUMMARY. 

Cost  from  Chicago  to  Oswego 4.  36    cents. 

Cost  transshipment  at  Oswego 5      cent. 

Cost  from  Oswego  to  New  York 2.  705  cents. 

Total 7.  565  cents. 

Cost  per  ton $2  52 

Cost  per  bushel 7.  575  cents. 

Cost  per  ton,  mile 1-jV      mills. 

If  each  steam-barge  tow  a  single  barge,  carrying  28,000  bushels  (3,000  bushels  being 
taken  as  equivalent  to  machinery),  the  daily  expense  of  the  two  boats  will  be  about 
$140,  and  the  time  between  Oswego  and  New  York  will  be  increased  to  4-i  days  (allow- 
ing for  reduced  speed  and  time  for  locking  towed  barge);  with  the  assumed  deten- 
tions, the  duration  of  the  round  trip  will  be  thirteen  days,  at  a  cost  of — 

Nine  days'  steaming,  at  $140 $1,260  00 

Four  days  in  port,  at  $80 ., 320  00 

Total 1,580  00 

|  for  down  trip  is 1 ,  053  33 

Which  represents  the  cost  of  transporting  53,000  bushels  of  wheat  from  Oswego  to 
New  York.     The  cost  per  bushel  will  therefore  be  lyVi&  cents. 

SUMMARY. 

Cost  per  bushel  from  Chicago  to  Oswego 4.36    cents. 

Cost  per  bushel  transshipment  at  Oswego 5      cent. 

Cost  per  bushel  Oswego  to  Troy 1.  987  cents. 

Total 6.847  cents. 

Cost  per  ton $2,282 

Cost  per  bushel,  say 6|  cents. 

Cost  per  ton,  mile lwo    mills. 

In  this  connection  it  is  thought  best  to  add  estimates  of  the  cost  of  transportation 
from  Chicago  to  New  York  via  Buffalo  and  Erie  Canal. 

1st.  Employing  1,500-ton  vessels  on  the  lakes  in  connection  with  the  present  mode 
of  transportation  on  the  Erie  Canal. 

Estimates  made  as  in  preceding  cases,  give  the  following  results : 

Cost  per  bushel,  Chicago  to  Buffalo 4.  13    cents. 


APPENDIX. 


107 


Cost  transshipment  at  Buffalo 5    cent. 

Cost  from  Buffalo  to  New  York 8      cents. 

Total 12.63  cents. 

Cost  per  ton $4  21 

Cost  per  ton,  mile  ( 1,395  miles) 3-j-fiir   mills. 

Time  from  Chicago  to  New  York 18  days. 

2d.  Employing  same  class  of  vessels  upon  the  lakes,  and  steam  upon  the  present 
Erie  Caual  in  hoats  carrying  200  tous,  at  an  average  speed  of  three  miles  on  the  canal, 
and  live  miles  on  the  Hudson  River.     In  this  case  we  obtain  the  following  results  : 

Cost  per  bushel,  Chicago  to  Buffalo 4. 13    cents. 

Cost  of  transshipment  at  Buffalo 5     cent. 

From  Buffalo  to  New  York 3.  984  cents. 

Total 8.614  cents. 

Cost  per  ton $2,871 

Cost  per  ton,  mile  (1,395  miles) 2,!;TT  mills. 

Time  from  Chicago  to  New  York 12  days. 

3d.  Employing  1,500-ton  vessels  on  the  lake,  and  steam-barges  of  750  tons  on  the 
Erie  Canal  and  Hudson  River,  as  proposed  for  the  Oneida  Lake  route: 

Cost  per  bushel,  from  Chicago  to  Buffalo 4. 13    cents. 

Cost  transshipment  at  Buffalo 5     cent. 

Cost  from  Buffalo  to  New  York 3.7     cents. 

Total 8.33  cents. 

Cost  per  ton $2  7- 

Cost  per  ton,  mile  (1,395  miles) 2  mills. 

4th.  Employing  same  vessels  on  the  lakes  and  canals,  except  that  each  steam-barge 
tows  a  single  barge,  carrying  28,000  bushels.  Here  fifteen  minutes  is  allowed  for  each 
lockage  of  each  barge,  and  a  speed  of  3i  miles  per  hour  is  assumed  between  locks,  while 
the  speed  on  the  Hudson  River  is  assumed  at  5  miles  per  hour. 

Estimating  as  before,  Ave  have  the  cost  of  transportation  of  53,000  bushels  from  Buf- 
falo to  New  York  .$1,501.33,  or  at  the  rate  of  2.83  cents  per  bushel. 

Taking  the  several  elements  of  cost  between  Chicago  and  New  York,  we  have: 

Cents  per  bushel. 

Cost  from  Chicago  to  Buffalo 4.13 

Cost  of  transshipment  at  Buffalo 5 

Cost  from  Buffalo  to  New  York 2.  83 

Total 7.46 

Cost  per  ton,  $2.49. 

Cost  per  ton.  mile  (1,395  miles),  1.79  mills. 

Time  from  Chicago  to  New  York,  13  days. 

The  foregoing  results  are  arranged  for  convenient  reference  in  the  following 
Table  bhowing  cost  of  transportation  from  Chicago  to  New  York  by  various  water-routes. 


Routes. 


Via  Buffalo  and  Erie  Canal,  present 

Via  Buffalo  and  Erie,  steam,  on  present  canal 
Via  Buffalo  and  Erie,  750-ton  barges,  on  canal 

Via  Caughnawaga  route 

Via  Oneida  Lake  route 

Via  Oneida  Lake  route,  towing  single  barge 


Tolls  and  insurance  not  included  in  any  case. 


108  APPENDIX. 

Instituting  a  comparison  between  the  results  in  the  two  particular  cases  mentioned 
by  Senator  Windoni,  we  fiud  that  the  times  from  Chicago  to  New  York  are  practically 
the  same  except  in  the  case  of  towing  a  single  barge,  where  it  is  a  day  longer  by  the 
Caughnawaga  route. 

Comparing  the  cost  per  ton  and  per  bushel,  we  find  a  difference  of  47  cents  per  ton, 
and  of  1.4  cents  per  bushel,  in  favor  of  the  Oneida  Lake  route,  the  cost  in  the  latter 
case  being  17  per  cent,  less  than  by  the  Caughnawaga  route. 

The  proposed  Oneida  Lake  route  will  have  an  ultimate  capacity  of  at  least  15,000,000 
tons  in  212  days  or  during  the  season  of  navigation.  The  annual  saving  in  the  cost  of 
transportation,  at  47  cents  per  ton,  will,  therefore,  be  over  $7,000,000  upon  the  full 
capacity  of  the  canal,  or  2£  million  of  dollars  upon  a  traffic  of  5,000,000  tons,  repre- 
senting the  annual  interest  at  7  percent,  upon  one  hundred  and  thirty-three  and  one- 
third  millions  of  dollars  respectively. 

13th.  "Do  you  contemxdate  the  employment  of  lake-sailing  and  steam-vessels  from 
Chicago  to  New  York  by  the  Oneida  Lake  Canal  route,  or  do  you  assume  that  there 
must  be  a  transshipment  from  lake-vessels  to  canal-boats  or  barges  ?  If  the  latter, 
what  point  do  you  think  must  be  the  port  of  transshipment'?" 

The  employment  of  lake-sailing  vessels  and  steamers  from  Chicago  to  New  York  by 
the  Oneida  Lake  route  is  not  contemplated,  for  the  reason  that  the  canal  enlargement 
from  Oswego  to  Troy,  together  with  the  improvements  of  the  Hudson  River,  would 
have  to  be  made  of  at  lsast  equal  depth  and  dimensions  with  the  enlarged  Welland 
Canal,  thus  very  largely  increasing  the  cost  of  such  enlargement  and  improvement. 

Besides,  the  large  sailing-vessels  and  steamers  (with  their  more  costly  appointments 
and  greater  number  of  officers  and  men)  are  not  adapted  to  the  safe  and  economical 
navigation  of  the  long  reaches  of  canal  and  narrow  river-navigation,  such  as  exisi 
between  Oswego  and  New  York. 

This  will  be  obvious  when  it  is  considered  that  a  lake  propeller  of  1,500  tons  costs 
about  $105,000  if  of  wood,  and  $175,000  if  of  ii'on  ;  while  the  proposed  barges  will  not 
cost  to  exceed  $35,000.  Two  of  these  barges,  costing  $70,000,  will  have  the  same 
capacity  as  the  large  lake-propeller,  costing  from  $105,000  to  $175,000. 

Where  half  the  barges  are  towed,  the  cost  of  two  barges,  one  with  and  the  other 
without  machinery,  will  not  exceed  $50,000,  while  their  aggregate  carrying  capacity 
will  exceed  that  of  the  lake-propeller  of  1,500  tons,  costing  $105,000.  The  saving  will 
consist,  of  course,  iu  reduced  interest,  maintenance,  and  insurance,  and  in  reduced 
expenses  of  crews. 

It  is  proposed  to  transship  at  Oswego.  This  can  be  done  expeditiously  and  cheaply 
with  moderu  machinery,  and  will  in  many  cases  save  the  grain  from  deterioration 
from  heat  to  an  extent  far  greater  than  the  cost  of  transshipment. 

14th.  "  What  will  be  the  dimensions  of  the  Welland  Canal,  in  prism  and  locks,  when 
the  present  enlargements  shall  have  been  completed?" 

PRISM. 

Feet. 

Width  at  surface 150 

Width  at  bottom 105 

Depth  of  water 13 

LOCKS. 

Length  in  chamber 270 

Width  in  chamber 45 

Depth  on  miter-sill 12 

15th.  "What  will  be  the  dimensions  of  the  largest  vessels,  draught  of  water,  and 
tonnage  of  same  (carrying  capacity  in  tons  of  2,000  pounds),  which  can  pass  the  en- 
larged Welland  Canal?" 

The  enlarged  Welland  Canal  will  admit  of  the  passage  of  vessels  250  feet  long,  draw- 
ing at  least  12  feet  of  water. 

The  carrying  capacity  of  vessels  of  fair  model  will  be  about  1,500  tons,  or  50,000 
bushels  of  wheat  with  fuller  models.  Vessels  of  even  larger  capacity  could  pass  these 
locks,  but  it  is  not  likely  that  such  vessels  will  be  employed.  The  capacity  for  corn 
will  be  -j1,-  greater  than  for  wheat,  or  53,333  bushels. 

16th.  A  statement  is  desired  of  the  estimated  cost  of  the  Oneida  Ship-Canal  as 
follows: 

Improvement  of  Oswego  River ; 

Canal  from  Oswego  River  to  Oneida  Lake  ; 

Canal  from  Oneida  Lake  to  Mohawk  River; 

River  improvement  of  Mohawk  River. 

Only  approximate  estimates  can  be  made.  These  will  be  based  upon  profiles  of  re- 
cent surveys  of  the  route  from  the  Oswego  Canal  at  Phomix  to  Oneida  Lake,  and 
upon  the  estimate  made  in  1863-'04,  by  the"  then  State  engineer  of  New  York,  of  the 


APPENDIX.  109 

cost  of  removing  bench- walls,  deepening  the  canal,  and  constructing  a  single  tier  of 
enlarged  locks,  for  the  passage  of  gunboats  of  600  tons,  to  Lakes  Erie  and  Ontario. 
With  these  guides,  and  together  -with  rny  own  intimate  knowledge  of  the  route  and 
of  the  cost  of  works  generally,  I  submit  the  following  : 

Estimate  of  cost  of  the  proposed  Oswego  Ship-Canal,  from  Oswego  to  Troy,  via  Oneida  Lake, 

Oswego  Canal  improvement  to  Phoenix $2,600,  000 

Canal  from  Phcenix  to  Oneida  Lake 1,250,000 

Oneida  Lake  Canal  to  Higginsville 1,300,000 

Erie  Canal,  Higginsville  to  Troy 19,850,000 

Total 25,000,000 

19th.  "What  time  do  you  estimate  would  be  required  to  construct  the  Oneida  Lake 
Ship-Canal  and  River  improvements  connected  with  it?" 

The  works  could  probably  be  done  in  from  three  to  four  years. 

18th.  "Please  to  state  the  following  distances  :  Chicago  to  Port  Colbourne;  Wel- 
laud  Canal  (enlarged);  Port  Dalhousie  to  Oswego." 

Miles. 

Chicago  to  Port  Colbourne 89(5 

Welland  Canal  (enlarged) » '. 30 

Port  Dalhousie  to  Oswego 138 

17th.  "Is  the  general  proposition  true  that  increased  size  of  canal  in  prism  and 
locks  causes  a  reduction  in  the  cost  of  transportation  ?  Such  proposition  has  been 
stated;  but  I  observe  that  a  different  opinion  is  held  in  the  report  to  the  New  York 
legislature,  dated  February  25,  1873,  entitled  Steam  on  the  Canals  (see  pages  6,  7,  and 
13),  in  relation  to  the  Delaware  and  Raritan  Canal." 

Assuming  that  the  dimensions  of  the  prism  and  locks  of  a  canal  are  exactly  adapted 
to  each  other,  and  to  the  boats  navigating  the  canal,  and  that  proper  proportions  are 
observed  in  the  design  of  the  boats,  the  general  proposition  referred  to  is  true. 

The  dimensions  of  the  prism  of  a  canal  determine  the  size  and  capacity  of  the  boats 
which  can  be  most  economically  used  upon  it,  it  being  assumed,  of  course,  that  the 
quantity  of  freight  requiring  movement  is  such  as  to  keep  the  boats  constantly  em- 
ployed during  the  season  of  navigation. 

The  locks  of  the  Delaware  and  Raritan  Canal  were  purposely  constructed  of  suffi- 
cient length  to  admit  of  the  passage  of  two  boats,  a  steamer  and  barge,  at  a  single 
lockage. 

These  locks,  220  feet  long,  of  course  admit  the  passage  of  boats  of  600  tons  carrying 
capacity ;  but  such  boats,  or  even  those  of  500  tons,  have  not  been  found  economical, 
for  the  reason  that  they  are  not  suited  to  the  prism  of  the  canal,  and  also  because  on. 
account  of  their  inordinate  lengths  the  crews  required  to  manage  such  boats  are  out 
of  proportion  to  the  cargoes  carried. 

Experience  has  shown  that  boats  110  feet  long  by  23  feet  3  inches  wide  are  best 
adapted  to  the  prism  of  that  particular  canal.  The  fact  that  longer  boats,  having  a 
larger  carrying  capacity,  have  been  tried  and  found  to  be  less  economical  on  this  canal, 
in  no  wise  affects  the  truth  of  the  general  proposition  referred  to,  when  such  proposi- 
tion is  correctly  and  fully  stated. 

20th.  "  Do  you  think  that  if  the  locks  of  the  Erie  Canal  are  made  longer  and  wider, 
that  the  cost  of  transportation  on  that  canal  would  be  reduced,  with  its  present  size 
of  prism?" 

It  is  exceedingly  doubtful  whether  the  lengthening  and  widening  of  the  locks  of 
the  Erie  Canal  would  alone  effect  any  reduction  in  the  cost  of  transportation.  Re- 
duced speed  or  extra  cost  of  towage  and  extra  risks  incurred  would,  in  my  judgment, 
fully  compensate  for  any  practicable  gain  in  carrying  capacity  in  the  present  prism  of 
the  Erie  Canal. 

In  case  steam  should  be  successfully  introduced  upon  the  Erie  Canal  it  may  be  found 
expedient  to  double  the  length  of  the  locks,  so  that  a  steamer  with  a  single  boat  in  tow 
may  pass  at  a  single  lockage.  Such  an  arrangement  would  no  doubt  result  in  a  some- 
what diminished  cost  of  transportation,  and  would  be  more  economical  than  single 
steamers  passing  the  present  locks  without  tows. 

21st.  "  Is  it  the  opinion  of  Mr.  McAlpine  that  the  reduced  cost  of  transportation  on 
tJie  enlarged  Welland  Canal,  and  on  the  proposed  Oneida  Lake  Ship-Canal,  would 
keep  pace  with  the  reduced  cost  of  transportation  on  a  double-track  (steel)  freight- 
railroad,  such  as  that  which  the  New  York  Central  Company  is  now  constructing  f ' 

It  is  decidedly  so.  If  the  most  extravagant  claims  of  those  who  are  or  have  been  en- 
gaged in  railroad  transportation  are  ever  realized,  the  cost  of  transporting  wheat  from 
Chicago  to  New  York  by  rail  will  still  be  at  least  20  cents  per  bushel,  or  nearly  three 
times  the  estimated  cost  by  the  Oneida  Lake  Ship-Canal  route. 


110  APPENDIX. 

22d.  "What  is  the  estimate  of  Mr.  McAlpin  as  to  the  cost  per  mile  from  Oswego  to 
New  York  hy  the  proposed  Oneida  Lake  Caiial  and  by  double-track  freight-railroads 
just  alluded  to." 

I  estimate  the  cost  to  be  as  follows: 

Oswego  to  New  York,  single  steam-barge,  750  tons 2-1eoi0-  mills. 

Oswego  to  New  York,  towing  a  single  barge 1-uh  mills. 

Cost  by  double-track  (steel)  railway. *9  to  10      mills. 

Taking  the  entire  distance  from  Chicago  to  New  York  the  cost  per  mile  by  water 
(Oneida  Lake)  is,  as  already  stated,  ItVo"  mills,  or  about  one-sixth  of  the  minimum 
probable  cost  by  rail.  At  9  mills  per  ton  mile  the  cost  of  transporting  a  bushel  of 
wheat  from  Chicago  to  New  York  via  Lake  Shore  and  New  York  Central  routes  is,  982 
miles,  at  9  mills,  $8.83  per  ton,  or  26i  cents  per  bushel. 

It  is  to  be  understood  that  in  all  cases  the  estimated  cost  of  transportation  includes 
interest  and  cost  of  maintenance,  except  in  the  case  of  the  canals  where  tolls  are 
omitted. 

23d.  "  What  is  the  length  of  wharfage  in  the  harbor  of  Oswego,  what  depth  of 
water,  and  what  the  nature  of  the  bottom  of  the  harbor  ?  " 

The  old  harbor  of  Oswego  has  a  wharfage  of  about  three  miles,  and  the  depth  at  low 
water  varies  from  nine  to  thirteen  feet. 

The  bottom  is  rock,  except  in  the  basins,  where  it  is  mud  and  clay. 

The  new  harbor  covers  an  area  of  100  acres.  The  shore  line  inclosed  has  an  extent 
of  lyo  miles,  and  is  capable  of  being  developed  by  slips  into  a  wharfage  of  four  miles. 

The  curve-line  of  twelve  feet  depth  at  low  water  is  about  600  feet  from  the  break- 
water, and  between  the  two  there  is  a  depth  at  low  water  of  from  twelve  to  twenty- 
five  feet. 

The  bottom  is  of  rock,  covered  by  from  one  to  five  feet  of  sand. 

24th.  "  Has  any  estimate  been  made  of  the  cost  of  deepening  Oswego  Harbor  ?  " 

We  have  no  information  of  any  such  estimate  having  been  made. 

Materials  for  the  answers  23  and  24  have  been  kindly  furnished  by  Maj.  John  M. 
Wilson,  U.  S.  Engineer  Corps,  brevet  colonel  United  States  Army,  in  charge  of  harbor- 
works  on  Lake  Ontario  and  river  Saint  Lawrence. 

Aimvers  to  inquiries  made  by  Senator  Window  under  date  of  July  31,  1872. 

1st.  "What  is  the  capacity  in  tons  weight  (2,000  lbs.)  of  cargo,  and  in  bushels  of 
wheat  of  60  lbs.,  of  vessels  which  can  now  pass  through  the  Welland  Canal  ?" 

The  average  capacity  is  540  tons,  or  18,000  bushels.  In  the  report  of  the  canal  com- 
missioners respecting  the  inland  navigation  of  the  Dominion  of  Canada,  dated  24th 
February,  1871,  the  capacity  of  the  present  locks  of  the  Welland  Canal  is  variously 
stated  at  400  and  500  tons. 

It  is  understood,  of  course,  that  the  capacity  for  given  dimensions  may  vary  between 
wide  limits,  depending  upon  the  greater  or  less  fullness  of  the  models  of  vessels. 

2d.  "  What  are  the  present  terminal  charges,  at  Oswego — elevation,  commission, 
storage,  &c. ?" 

One  cent  per  bushel  covers  all  charges,  elevation,  storage,  commission,  &c,  for  the 
first  five  days ;  £  cent  additional  is  charged  for  each  additional  ten  days  until  December 
15,  of  each  year. 

3d.  "  Please  state  the  time  now  consumed  in  transportation  by  water,  thus :  Chicago 
to  Port  Colbourne  ;  Welland  Canal ;  Port  Dalhousie  to  Oswego  ;  Chicago  to  New  York." 

CHICAGO   TO   TORT   COLBOURNE. 

I  '..v  steam 5  days. 

By  sail 8  days. 

WELLAND   CANAL. 

By  steam 1  day. 

By  sail 2  days. 

PORT  DALHOUSIE  TO  OSWEGO. 

By  steam 16  hours. 

By  sail 30  hours. 

Oswego  to  Troy 6  days. 

Troy  to  New  York 2  days. 

*  Recent  official  estimates,  based  upon  precise  knowledge  of  all  the  facts,  so  far  as  developed  upon  the 
New  York  Central  and  Hudson  River  Railroad,  show  a  remarkable  coincidence  with  this  estimate,  and 
leave  very  little  doubt  of  its  entire  reliability. 


APPENDIX.  Ill 

CHICAGO   TO   NEW   YORK. 

Including  necessary  detentions  at  Oswego  and  Troy,  Oswego  to  transship,  and  Troy 
to  make  up  tows,  the  time  from  Chicago  to  New  York,  via  Oswego,  is  about  17  days 
with  steam  on  the  lakes,  or  about  21  days  with  sail  on  the  lakes. 

The  present  time,  via  Buffalo  and  the  Erie  Canal,  is  as  follows  : 

Chicago  to  Buffalo  (steam) 5  days. 

Transship  at  Buffalo 1  day. 

Buffalo  to  Troy 10  days. 

Troy  to  New  York 2  days. 

Total lSdays^ 

4th.  "What  proportion  of  the  time  required  in  passing  through  the  Welland  Canal 
is  consumed  in  movement,  and  what  proportion  in  lockage f" 

In  cases  of  steamers  about  half  the  time  is  consumed  in  lockage,  and  the  balance  in 
movement  and  detentions. 

In  case  of  sailing-vessels  about  one-quarter  of  the  time  is  consumed  in  lockage  and 
the  remainder  in  movement  and  detentions. 

It  is  stated  that  "by  the  proposed  New  American  Niagara  Ship-Canal,  which  will  bo 
eight  miles  long,  a  steamer  carrying  50,000  bushels  or  more  can  pass  from  Lake  Erie 
to  Lake  Ontario  in  ten  hours,  or  in  eight  hours,  if  the  canal  be  provided  with  double 
locks." 

This  canal  will  no  doubt  be  built  sooner  or  later;  and  especially  will  it  be  built  in 
the  event  of  a  failure  upon  the  part  of  the  government  of  the  Dominion  of  Canada  to 
offer  equal  and  the  most  ample  facilities  for  the  traffic  of  the  United  States. 

Lest  there  should  be  any  apprehension  that  the  efficiency  or  value  of  the  proposed 
Oneida  Lake  Ship-Canal  may  be  impaired  by  hostile  legislation  upon  the  part  of  a 
foreign  government,  attention  is  called  to  the  fact  that  more  than  nine-tenths  of  the 
business  of  the  Welland  Canal  is  derived  from  the  United  States  territory,  and  there- 
fore that  the  expenditure  of  money  in  the  enlargement  of  this  important  channel  of 
commerce  will  be  rendered  worthless  if  Canada  shall  at  any  time  fail  to  place  Ameri- 
can bottoms  upon  the  same  footing  with  provincial  ones,  and  compel  the  construction 
of  the  "American  Niagara  Ship-Canal." 

By  the  canal  referred  to,  th«  navigation  of  Lakes  Erie  and  Ontario  may  be  connected 
upon  the  American  side  upon  a  route  better  adapted  to  navigation,  and  more  econom- 
ical than  that  of  the  proposed  enlarged  Welland  Canal. 

Kespectfullv  submitted. 

WM.  J.  McALPINE. 

To  the  honorable  the  Committee  of  the  Senate  of  the  United  States 

on  Routes  of  Transportation  : 

The  committee  of  the  Oswego  Board  of  Trade,  in  submitting  the  views  of  Hon.  Will- 
iam J.  McAlpine,  desire  to  add  a  few  suggestions  for  your  committee.  The  appoint- 
ment of  your  committee,  and  the  extraordinary  powers  given  you  in  prosecuting  your 
inquiries,  are  evidence  of  the  great  national  necessity  which  has  forced  this  subject  of 
new  and  improved  routes  of  transportation  between  the  East  and  the  West  upon  the 
attention  of  the  executive  and  legislative  departments  of  the  government. 

Our  six  Northwestern  States  have  already  reached  an  annual  cereal  production  of 
over  500,000,000  bushels,  or  75  bushels  to  each  individual  of  their  population,  while  our 
six  Northeastern  States  (New  England)  produce  less  than  six  bushels  to  each  individual. 
To  introduce  these  growing  populations  of  the  East  to  this  wealth  of  production  of  the 
West,  on  terms  that  shall  insure  to  the  one  cheap  food  and  the  other  a  fair  and  remuner- 
ative price  for  their  crop,  is  a  problem  of  the  highest  statesmanship  and  of  the  most 
enlarged  philanthropy. 

The  improvement  of  our  railways,  as  experience  has  abundantly  shown,  has  failed 
to  make  transportation  by  rail  as  cheap  as  by  water,  while  the  ease  with  which  these 
corporations  can  combine  to  put  up  freights,  and  the  impossibility  of  such  combina- 
tion being  long  successful  upon  the  water,  where  high  freights  start  into  activity  every 
ship-yard  upon  the  lakes  and  boat-yard  upon  the  canals  and  rivers  to  remedy  the  diffi- 
culty, points  unerringly  to  the  water-routes  of  the  country  as  the  great  regulator  of  its 
freight  tariffs. 

The  enlargement  of  the  Welland  Canal,  recently  entered  upon  by  the  Canadian  gov- 
ernment, and  to  be  completed  within  the  next  three  years,  will  enable  vessels  carrying 
1,500  tons  or  50,000  bushels  of  wheat  io  enter  Lake  Ontario.  It  will  make  the  great 
lakes  a  great  Mediterranean  Sea,  extending  with  unbroken  navigation  from  Duluth  to 
Ogdensburg.  It  cannot  fail  largely  to  increase  the  amount  of  western  produce  coming 
into  Lake  Ontario,  and  which  from  that  lake  will  find  its  way  to  market. 

Prior  to  1858.  before  which  time  the  depth  of  water  upon  the  Saint  Clair  Flats  com- 


112  APPENDIX. 

pelleil  the  use  of  vessels  of  a  size  fitted  to  the  navigation  of  the  Wellaud  Canal,  as  its 
locks  were  then  and  now  constructed,  the  amount  of  wheat  and  flour  received  at  Buf- 
falo and  Oswego  were  nearly  equal.  But  with  the  increase  of  the  size  of  vessels  used 
on  the  upper  lakes,  which  are  excluded  from  Lake  Ontario  by  the  size  of  the  locks  of 
the  Welland  Canal,  Buffalo  has  gained  an  advantage  which  has  enabled  her  to  monopo- 
lize substantially  the  grain  seeking  a  market  by  the  way  of  the  canals  of  the  State  of 
New  York. 

A  fact  which  will  be  important  for  the  committee  to  consider  in  connection  with  the 
subject  of  enlarged  cauals,  and  especially  with  the  use  of  barges  involving  transship- 
ment of  cargoes,  has  recently  developed  itself.  The  embarrassments  attending  the 
navigation  of  the  canals  and  rapids  of  the  Saint  Lawrence  with  lake  vessels,  made  the 
competition  of  that  route,  carried  on  by  such  vessels,  comparatively  unfelt  by  the 
routes  through  Buffalo  and  Oswego.  The  recent  introduction  of  facilities  for  transship- 
ment at  Kingston,  and  the  transfer  of  grain  at  that  point  to  large  barges  destined  to 
Montreal,  there  to  be  put  on  board  ocean  vessels,  has  changed  all  this.  This  route  now 
draws  more  heavily,  year  by  year,  upon  the  business  both  of  Buffalo  and  Oswego,  and 
has  proved,  by  the  experience  of  the  last  two  years,  that  grain  destined  to  Liverpool 
can  be  carried  cheaper  by  that  than  by  any  other  route — and  this,  too,  with  the  dis- 
advantage of  being  obliged  to  use  vessels  carrying  18,000  bushels  through  the  Welland 
Canal,  against  those  carrying  from  30,000  to  50,000  by  the  way  of  Buffalo.  How  greatly 
this  advantage  will  be  increased  when  the  enlargement  of  the  Wellaud  Canal  is  com- 
pleted, will  be  readily  understood.  Unless  our  government,  adopting  the  wise  policy 
of  our  provincial  neighbors,  shall  make  corresponding  improvement  in  our  routes  of 
transportation,  we  shall  see  our  foreign  grain  export  finding  its  way  to  market  over  for- 
eign territory  and  in  foreign  bottoms,  enriching  our  commercial  rivals  at  our  expense. 

In  presenting  the  Oneida  route,  we  claim  for  it  that  it  is  the  oldest  and  shortest, 
and,  properly  improved,  will  be  the  cheapest  and  best  between  the  valleys  of  the  lakes 
and  Upper  Mississippi  and  the  Atlantic  seaboard. 

I. — THE   ONEIDA  LAKE   ROUTE    IS    THE   OLDEST  ROUTE. 

Nature  insured  this  in  providing  the  remarkable  continuation  of  lake  and  river  navi- 
gation in  the  direction  most  advantageous  for  commerce,  and  with  but  a  single  inter- 
ruption. From  1727,  when  the  English  gained  their  first  foothold  upon  Lake  Ontario, 
at  the  mouth  of  the  Oswego  River,  for  nearly  a  century  the  Mohawk  River,  Wood 
Creek,  the  Oneida  Lake,  and  Oneida  and  Oswego  Rivers  formed  the  regular  line  of 
communication  between  the  valley  of  the  Hudson  and  that  of  the  lakes.  Very  con- 
siderable sums  were  spent  in  its  improvement.  The  break  at  Fort  Schuyler  (now 
Rome)  was  supplied  by  a  canal  one  mile  long,  which  made  the  water-way  continuous 
from  Albany  to  Oswego. 

The  supplies  for  the  forts  intended  to  guard  this  route  from  French  and  Indian  at- 
tack, the  goods  of  the  fur-traders,  and  the  traffic  with  the  Indian  tribes,  all  passed 
over  this  route.  The  attention  of  the  ablest  statesmen  of  this  and  other  States  was 
called  to  its  advantages,  and  it  was  regarded  as  the  permanent  water-route  between 
the  East  and  West.  But  before  the  commencement  of  the  construction  of  its  present 
canals  by  the  State  of  New  York,  interests  had  sprung  up  which  had  a  controlling  in- 
fluence on  the  question  of  their  location.  The  valleys  of  the  lakes  of  Central  New 
York  and  of  the  Genesee  and  Niagara  Rivers  had  been  occupied  by  an  enterprising 
and  rapidly-increasing  population,  whose  necessities  demanded  an  outlet  to  market. 
The  same  cry  was  heard  from  those  localities  that  comes  to  us  now  from  the  West. 
Wheat  upon  the  Genesee  bore  but  one-third  its  price  upon  the  Hudson,  and  brought 
little  profit  to  its  producer.  The  Erie  Canal  was  primarily,  and  wisely,  too,  located 
where  it  is  to  meet  this  pressing  necessity.  But  this  necessity  has  long  since  passed, 
and  when  the  general  government  is  called  upon  to  aid  works  of  internal  improve- 
ment, it  has  a  right  to  demand  that  the  best  and  cheapest  routes  shall  be  selected. 

II. — THE  ONEIDA  LAKE  ROUTE  IS  THE  SHORTEST  BETWEEN  THE  LAKES  AND  THE 

HUDSON. 

Three  routes  have  been  proposed:  By  the  Saint  Lawrence  and  Lake  Champlain,  by 
Buffalo  and  the  Erie  Canal,  and  by  Oswego  aud  the  Oneida  Lake. 
The  actual  miles  of  these  routes  are  as  follows: 

Miles. 

Chicago  to  Albany,  by  the  Saint  Lawrence  and  Lake  Champlain 1.  l'.i."> 

Chicago  to  Albany,  by  Buffalo  aud  the  Erie  Canal 1.  277 

Chicago  to  Albany,  by  Oswego  and  Oneida  Lake 1,  '262 

These  distances  are  each  made  up  of  lake,  river,  and  canal  navigation,  and  the  dif- 
ference between  them  will  best  be  shown  by  reducing  the  distances  to  equivalents  of 
one  of  these  methods  of  navigation. 


APPENDIX.  113 

The  cost  of  moving  a  ton  a  mile  by  each  of  these  methods  has  been  stated  by  very 
competent  authority  as  follows:  1+  mills  per  mile  on  the  lakes,  2  on  the  rivers,  4  on 
ship-canals,  and  6  on  the  Erie  Canal. 

From  them  we  derive  the  following  distances  of  navigation  by  ship-canal,  equiva- 
lent to  each  of  the  above  routes. 

Chicago  to  Albany,  by  Buffalo  and  Erie  Canal : 

Miles. 

925  miles  lake  navigation  =  ship-canal  navigation 346£ 

352  miles  Erie  Canal  navigation  =  ship-canal  navigation 526 

Chicago  to  Albany,  by  Erie  Canal  ==  ship-canal  navigation 874| 

Same  route,  with  Erie  Canal  enlarged  to  ship-canal : 

925  miles  lake  navigation  =  ship-canal  navigation 346£ 

■352  miles  ship-canal  navigation  =  ship-canal  navigation 352 

Chicago  and  Albany  by  Erie  Canal  enlarged  =  ship-canal  navigation. ..     698£ 

Chicago  to  Albany,  by  way  of  Oswego  and  Oneida  Lake : 

1,063|  miles  lake  navigation  =  ship-canal  navigation 398f 

198$  miles  ship-canal  =  ship-canal  navigation '. 198-J- 


Chicago  to  Albany,  by  Oswego  and  Oneida  Lake  =  ship-canal  navigation.  597 ± 
Chicago  to  Albany,  by  way  of  Lake  Champ] ain: 

1,173  miles  lake  navigation  =  ship-canal  navigation 439f 

1G5  miles  ship-canal  navigation  =  ship-canal  navigation 165 

157  miles  river  navigation  =  ship-canal  navigation 78£ 

Chicago  to  Albany,  by  Albany  and  Lake  C%amplain  =  ship-canal  navigation    683f 

That  is,  the  Oneida  Lake  route  has  an  advantage  over  either  of  the  others,  even  sup- 
posing each  of  them  to  have  been  enlarged  to  ship-canals,  equal  to  nearly  one  hun- 
dred miles  of  ship-canal  navigation ;  as  compared  with  the  present  Erie  Canal  route, 
the  advantage  would  be  equal  to  nearly  three  hundred  miles  of  such  navigation. 

III. — THE   ONEIDA   LAKE   ROUTE    PROPERLY  IMPROVED   IS  THE   CHEAPEST. 

This  necessarily  follows  from  the  conclusions  arrived  at  under  our  last  proposition. 
But  a  more  satisfactory  proof  of  this  will  be  found  in  the  report  of  Mr.  McAlpine,  and 
particularly  in  his  answer  to  the  11th  and  12th  questions  submitted  by  your  honorable 
chairman. 

IV. — THIS   ROUTE   IS   THE   BEST  FOR   OTHER   CONSIDERATIONS. 

As  compared  with  the  Champlain  route : 

1.  It  has  the  advantage  of  being  entirely  within  our  own  territory  excepting  the 
Wellaud  Canal.  The  use  of  that  canal  is  secured  to  us  by  the  treaty  of  Washington, 
which  also  secures  to  the  people  of  Canada  very  important  privileges — including 
among  others  the  navigation  of  Lake  Michigan  and  the  use  of  the  Saint  Clair  Flats 
Canal,  and  should  the  treaty  be  infringed,  or  interpreted  or  applied  in  a  hostile  man- 
ner by  the  Canadian  authorities,  we  can  withhold  privileges  equally  important  to 
them.  But  the  true  remedy,  and  one  which  should  long  since  have  been  applied,  we 
have  in  our  hands,  in  the  construction  of  the  Niagara  Ship-Canal. 

The  treaty  of  Washington  also  protects  us  in  the  use  of  the  canals  and  the  rapids  of 
the  Saint  Lawrence,  forming  part  of  the  Champlain  route.  But  this  protection  does 
not  extend  to  the  proposed  Caughnawaga  Canal,  and  unfriendly  legislation  or  action 
as  to  this  canal,  intended  to  advance  the  interests  of  Montreal  at  the  expense  of  Amer- 
ican ports,  could  not  be  claimed  as  an  infringement  of  the  letter  or  spirit  of  the  treaty. 

Besides,  if  our  government  should  adopt  the  Champlain  route,  what  probability  "is 
there  of  the  construction  of  the  Caughnawaga  Caual?  Our  own  government  will  not 
expend  its  money  on  foreign  soil.  The  Canadian  government  have  little  interest  in 
building  a  canal,  the  principal  effect  of  which  would  be  to  divert  the  trade  which 
they  hope  to  concentrate  at  Montreal.  If  built  by  private  capital,  the  tolls  necessarily 
charged  to  reimburse  the  outlay  would  largely  increase  the  difference  in  favor  of  the 
American  route  heretofore  shown. 

2.  It  has  the  advantage  of  two  weeks  earlier  navigation  in  the  spring  and  two 
weeks  later  in  the  fall,  and  that  at  the  time  when  the  pressure  of  freights  for  move- 
ment is  the  greatest. 

8  A 


1 14  APPENDIX. 

3.  It  escapes  the  fogs  of  the  Saint  Lawrence,  which  any  one  acquainted  with  the 
navigation  of  that  river  knows  to  be  a  serious  inconvenience,  especially  in  autumn. 

As  compared  with  the  Erie  Canal : 

1st.  This  route  has  the  advantage  of  avoiding  most  of  the  cities  and  large  villages 
which  are  so  numerous  along  the  Erie  Canal,  and  which,  by  their  claims  for  laud  dam- 
ages, would  increase  the  cost  of  construction  of  an  enlarged  canal,  and  by  their  numer- 
ous street  bridges  would  greatly  embarrass  and  retard  its  navigation. 

2d.  The  supply  of  water  is  ample  for  all  purposes  and  for  all  time. 

The  point  where  difficulty  for  want  of  water  would  exist,  if  at  all,  is  the  summit- 
level  at  Rome.  But  upon  this  point,  more  water  for  purposes  of  artificial  navigation 
could  be  turned  than  almost  any  other  in  the  State  of  New  York.  The  waters  of  the 
Mohawk.  Black  River,  Fish  Creek,  and  the  Chenango  Canal,  now  concentrated  there, 
are  ample,  and  if  found  insufficient,  the  rough  and  wild  forest  country  around  the 
heads  of  those  streams  furnishes  unlimited  opportunity  for  the  construction  of  reser- 
voirs at  a  minimum  of  expense. 

The  deficiency  of  water  along  the  line  of  the  Erie  Canal  west  of  Syracuse  is  well 
known,  and  it  is  believed  to  be  impossible  to  furnish  points  of  that  route  with  the 
water  required  by  the  lockages  of  a  canal  with  boats  carrying  750  tons. 

3d.  It  improves  the  communication  between  us  and  the  Dominion  of  Canada. 

We  have  now  a  large,  valuable,  and  growing  trade  with  that  country,  and  one  sus- 
ceptible of  great  increase  by  proper  effort  on  our  part.  The  merchants  of  Upper 
Canada  formerly  received  most  of  their  goods  from  or  through  New  York,  and  their 
exports  sought  a  market  through  the  same  port.  Much  of  this  trade  has  been  diverted 
to  Montreal  by  the  improved  navigation  of  the  Saint  Lawrence,  but  would  be  regained 
by  us  by  the  construction  of  the  work  we  advocate. 

It  may  be  asked,  if  this  route  has  so  great  advantages,  why  has  it  not  been  improved 
by  the  State  of  New  York? 

The  answer  is  easy.  For  a  long  time  the  State  of  New  York,  with  a  large  canal  debt, 
sought  to  make  the  rate  of  tolls  such  as  not  only  to  suffice  for  the  payment  of  the  in- 
terest and  gradual  extinction  of  the  principal  of  that  debt,  but  also  to  pay  in  part 
the  current  expenses  of  the  State  government.  While  this  policy  prevailed  the  Oneida 
Lake  route  was  an  object  of  hostility,  lest,  by  its  fewer  miles  of  canal  paying  tolls 
and  comparative  cheapness,  it  should  divert  trade  from  the  Erie  Canal,  and  thereby 
lessen  the  receipts  of  the  State.  So  strong  has  this  feeling  been  that  the  greatest 
draught  of  water  permitted  upon  the  Oneida  River  improvement,  at  one  end  of  the 
Oneida  Lake,  is  3£  feet,  against  7  feet  in  the  Erie  and  Oswego  Canals ;  and  when,  years 
ago,  the  Oneida  Lake  Canal,  at  the  other  end  of  that  lake,  became unnavigable  for 
want  of  repairs,  it  has  been  impossible  to  this  day  to  procure  its  restoration  to  a  nav- 
igable condition.  But  the  State  of  New  York  has  abandoned  substantially  the  idea  of 
profit  from  its  canals,  and  with  this  abandonment  the  only  objection  the  State  could 
have  to  the  improvement  of  this  route  has  disappeared. 

The  fact  that  the  canals  of  the  State  of  New  York  have  been  mainly  the  channels  of 
the  commerce  of  other  States  is  a  sufficient  reason  why  their  improvement  should  be 
the  work  of  the  general  government.  The  last  report  of  the  canal  auditor  of  this 
State  shows  that  in  1837 — twelve  years  after  western  production  had  felt  the  stimulus 
of  the  construction  of  our  canals — nearly  five-sixths  of  the  tonnage  arriving  at  tide- 
water from  the  Erie  and  Oswego  Canals  was  the  product  of  the  State  of  New  York, 
and  only  one-sixth  the  product  of  other  States.  In  1872,  on  the  other  hand,  nearly 
eleven-twelfths  of  the  tonnage  arriving  at  tide-water  by  these  canals  was  the  product 
of  other  States  and  Territories,  and  only  one-twelfth  the  product  of  this  State. 

The  benefit  to  be  derived  from  the  enlargement  of  our  canals  is  national,  and  not 
local,  and  for  that  reason  the  work  should  be  done  at  the  national  expense,  and  when 
done  should  be  under  national  control. 

The  capacity  of  the  proposed  canal  is  estimated  by  Mr.  McAlpine  at  15,000,000  tons 
per  annum.  This  certainly  would  be  sufficient  to  relieve  the  present  pressure  of 
western  production.  When  found  insufficient  to  meet  the  demands  of  the  wonderful 
growth  of  our  great  Northwest,  the  enlargement  of  the  Erie  Canal  can  be  properly 
entered  upon.  But  it  would  be  wise  for  the  government  to  make  its  first  essay  upon 
that  route  which  offers  the  largest  and  most  certain  returns. 


LETTER  IN  REGARD  TO  THE  WISCONSIN  AND  FOX  RIVERS  IMPROVEMENT, 
ADDRESSED  TO  THE  CHAIRMAN  OF  THIS  COMMITTEE  BY  BREESE  J. 
STEVENS,  ESQ. 

Washington,  D.  C,  March  2,  1874. 
Sir:  In  reply  to  your  communication  of  the  17th  ultimo,  calling  for  information  in 
designated  particulars  as  to  the  Wisconsin  and  Fox  Rivers  and  their  present  and  pro- 
posed improvement,  I  have  the  honor  to  submit  the  following: 


APPENDIX.  115 

THE   FOX  AXD   WISCONSIN  RIVERS   IMPROVEMENT — HISTORICAL. 

The  Fox  and  Wisconsin  Rivers  have  been  an  important  highway  for  nearly  two  hun- 
dred years.  They  were  the  route  by  which,  in  1673,  Marquette  and  his  companions 
discovered  the  Upper  Mississippi,  and  along  which  were  made,  by  the  French  mission- 
aries and  traders,  the  earliest,  settlements  in  the  West. 

It  was  the  wish  of  the  founders  of  the  republic  to  preserve  this  great  natural  water- 
route  unobstructed,  and  to  make  it  a  permanent  means  of  communication  between  the 
lakes  and  the  Mississippi.  In  the  ordinance  for  the  government  of  the  territory  of  the 
United  States  northwest  of  the  river  Ohio,  adopted  July  14,  1787,  it  is  provided  that 
the  navigable  waters  leading  into  the  Mississippi  and  the  Saint  Lawrence,  and  the 
carrying  places  between  the  same,  shall  be  common  highways  and  forever  free. 

The  same  provision,  in  substance,  is  embodied  in  an  act  of  Congress  relating  to  said 
territory,  passed  August  7,  1789,  after  the  adoption  of  the  Constitution  of  the  United 
States;  in  an  act  of  Congress  establishing  the  territorial  government  of  Wisconsin, 
approved  April  20,  1836  ;  in  an  act  of  Congress  relating  to  the  admission  of  Wisconsin 
as  a  State  into  the  Union,  approved  August  6,  1846,  and  in  the  constitution  of  the 
State  of  Wisconsin. 

In  1839,  under  the  direction  of  the  War  Department  of  the  government,  a  prelimi- 
nary survey  of  the  rivers,  and  an  estimate  of  the  cost  of  their  improvement,  were  made 
by  Captain  Cram,  of  the  United  States  Topographical  Engineers. 

In  1846,  by  an  act  of  Congress,  approved  August  8,  1846,  a  grant  of  lands  was  made 
to  the  State  of  Wisconsin,  on  the  admission  of  such  State  into  the  Union,  for  the  pur- 
pose of  improving  the  navigation  of  the  Fox  and  Wisconsin  Rivers,  in  the  Territory  of 
Wisconsin,  and  of  constructing  a  canal  to  unite  the  said  rivers  at  or  near  the  portage. 

In  1854  and  1855  acts  of  Congress  were  passed  by  which  the  grant  of  lauds  to  Wis- 
consin was  defined  and  enlarged. 

After  the  admission  of  Wisconsin  into  the  Union,  by  an  act  of  its  legislature,, 
approved  August  8, 1848,  a  board  of  public  works  was  created,  through  which  the  work 
of  improving  the  said  rivers,  by  the  application  thereto  of  the  proceeds  of  the  sale  of 
the  lands  granted  by  Congress,  was  undertaken  by  the  State. 

It  soon  became  apparent  that  the  moneys  realized  from  the  sale  of  lands  were  insuffi- 
cient to  meet  the  obligations  of  the  State,  issued  by  its  board  of  public  works,  as 
they  became  due  ;  and  in  1853  the  work  was  turned  over  to  the  Fox  and  Wisconsin 
Improvement  Company,  a  corporation  created  under  an  act  of  the  legislature  of  Wis- 
consin, approved  July  0,  1853.  In  1856,  by  an  act  of  the  legislature  of  Wisconsin, 
approved  October  3,  1856,  the  lands  granted  by  Congress  then  unsold  were  granted  by 
the  State,  through  the  said  company,  to  trustees,  with  power  to  sell,  and  the  proceeds 
to  hold  in  trust,  for  the  payment  of  State  indebtedness,  the  completion  of  the  work, 
thereafter  for  the  payment  of  bonds  issued  by  the  said  company,  and  the  balance,  if 
any,  for  the  company  itself. 

Iu  February,  1866,  the  trustees,  in  execution  of  the  powers  contained  in  the  deed  of 
trust  made  to  them,  and  pursuant  to  a  judgment  of  the  circuit  court  of  Fond  du  Lac 
County,  sold  at  public  sale  at  Appleton,  Wis.,  the  works  of  improvement  and  the 
balance  of  lauds  granted  by  Congress  then  unsold,  and  applied  the  proceeds  to  the 
purposes  expressed  in  the  deed  of  trust. 

The  proceeds  were  sufficient  to  pay  in  full  the  expenses  of  the  trust,  the  then  out- 
standing State  indebtedness,  and  to  provide  a  fund  sufficient  to  complete  the  work 
according  to  the  plan  specified  in  the  act  approved  October  3,  1856. 

Under  an  act  of  the  legislature  of  Wisconsin,  approved  April  13,  1861,  and  the  acts 
amendatory  thereof,  the  purchasers  at  said  sale,  on  the  15th  day  of  August,  1866,  filed 
their  certificate  in  the  office  of  the  secretary  of  state,  and  thereby  became  incorporated 
as  the  Green  Bay  and  Mississippi  Canal  Company,  holding,  as  such  company,  the  said 
works  of  iniproA'ement. 

Under  instructions  from  the  Engineer  Department  of  the  United  States,  issued  in 
July,  1866,  Maj.  Gen.  G.  K.  Warren  took  charge  of  the  surveys  of  the  Fox  and  Wis- 
consin Rivers.  These  were  continued  by  the  LTnited  States  under  the  supervision  of 
General  Warren,  and  his  successor,  Col.  D.  C.  Houston,  until  completed  and  perfected. 

The  latest  report,  with  estimates,  was  submitted  to  the  present  Congress. 

By  an  act  of  Congress  approved  July  7,  1870,  the  Secretary  of  War  was  directed  to 
adopt  such  a  plan  for  the  improvement  of  the  Wisconsin  River  as  should  be  approved 
by  the  Chief  of  Engineers,  and  also  was  authorized  to  appoint  a  board  of  arbitrators 
to  ascertain  how  much,  injustice,  ought  to  be  paid  to  the  Green  Bay  and  Mississippi 
Canal  Company  for  the  transfer  of  its  property  and  rights,  including  locks,  dams,  canals, 
&c,  in  and  to  the  line  of  water  communication  between  Portage  City  and  Green  Bay — 
the  arbitrators  in  making  their  award  being  required  to  take  into  consideration  the 
amount  of  money  realized  from  the  sale  of  lands  theretofore  granted  by  Congress  to 
the  State  of  Wisconsin  to  aid  in  the  construction  of  said  water  communication,  and  to 
deduct  the  amount  thereof  from  the  a'ctual  value  of  the  works  of  improvement  as 
found  by  said  arbitrators. 

The  act  also  provided  that  all  tolls  to  be  received  by  the"  government  from  the  work 


116  APPENDIX. 

should  be  deposited  in  the  Treasury  nut il  the  government  should  be  reimbursed  all 
moneys  it  should  expend  on  the  work. 

The  arbitration  took  place  in  1871.  It  appeared  that  the  moneys  expended  by  the 
Green  Bay  and  Mississippi  Canal  Company  and  its  predecessors  in  interests  considera- 
bly exceeded  the  sum  of  two  million  dollars,  exclusive  of  interest.  The  arbitrators 
fixed  the  present  value  at  $1,048,070,  from  which  was  deducted  the  full  amount  of 
money  realized  from  the  sale  of  lands  granted  by  Congress,  $732,070,  leaving  a  balance 
of  $325,000,  all  of  which  was  to  be  paid  to  the  company  in  case  the  Secretary  of  War 
should  elect  to  take  with  the  improvements  the  water-powers  and  the  persoual  prop- 
erty; and  in  case  he  should  elect  not  to  take  the  latter  or  either,  the  value  of  the 
water-powers  was  fixed  at  $140,000,  and  of  the  personal  property  at  $40,000,  leaving 
as  applicable  to  the  improvement  the  balance  of  $145,000. 

The  Secretary  of  War  elected  to  take  the  improvement  only,  and  by  act  of  Congress, 
approved  June  10,  1872,  an  appropriation  was  made  therefor,  In  Oetober,  1872,  the 
company  delivered,  its  deed  of  conveyance  to  the  United  States  covering  the  works  of 
improvement,  &c,  and  received  the  sum  of  $145,000. 

In  his  statement  to  your  committee  (p.  230,  testimony)  Colonel  Houston  is  in  error 
in  the  supposition  that  a  portion  of  the  lands  granted  by  Congress  were  not  sold,  and 
were  still  held  by  the  company.  At  the  trustee's  sale  in  1866,  pursuant  to  the  judg- 
ment of  the  court,  all  of  the  lands  were  soldj  and  the  full  proceeds  were  applied  to  the 
payment  and  full  satisfaction  of  the  construction-indebtedness  outstanding.  The 
error  doubtless  arose  from  the  fact  that  some  of  the  parties  who  were  afterward  incor- 
porated as  the  Green  Bay  and  Mississippi  Canal  Company  were  purchasers  at  the 
public  sale,  and  as  individuals,  not  as  a  company,  continued  to  hold,  undisposed  of, 
some  of  the  lands  purchased. 

The  moneys  for  which  the  government  received  credit  on  the  purchase  from  the 
company  as  the  amount  realized  on  the  sale  of  the  lands  granted  by  Congress,  with 
the  expenses  of  sale,  were  about  equal  to  $1.25  for  every  acre  of  land  granted. 

It  is  perhaps  proper  to  say  that  the  award  was  not  satisfactory  to  the  Green  Bay  and 
Mississippi  Canal  Company,  especially  as  many  of  the  corporators  were  heavy  losers  in 
both  that  and  the  preceding  company. 

Subsequent  appropriations  for  this  work,  $100,000  in  1870,  and  $300,000  in  1873,  were 
made  by  Congress,  all  of  which  have  been  expended  under  the  direction  of  Colonel 
Houston.  To  your  committee  the  colonel  says  (p.  231  of  testimony):  "/  wish  to  say 
that  the  work  vote  in  the  hands  of  the  government  is  different  from  any  othei'  work  of  this  char- 
acter, and  the  appropriation  made  last  year  is  too  small  an  appropriation  to  carry  on 
the  work  to  advantage." 

XATURE   AXD   CONDITION  OF   THE   WORK   OF   IMPROVEMENT. 

The  Wisconsin  River,  having  its  rise  in  the  northern  part  of  the  State  of  Wisconsin, 
runs  southerly  until  it  approaches  the  Fox  River;  turns  abruptly  southwesterly,  and, 
running  in  that  course  one  hundred  and  eighteen  miles,  empties  into  the  Mississippi 
at  Prairie  du  Chien.  The  Fox  River,  having  its  rise  in  the  southern  part  of  Wisconsin, 
runs  northwesterly  until  it  approaches  the  Wisconsin  River,  turns  abruptly  north- 
easterly, and,  running  in  that  course  one  hundred  and  sixty  miles  (to  be  reduced  by 
improvement  to  one  hundred  and  fifty -three  miles),  empties  into  Lake  Michigan  at 
Green  Bay. 

The  course  of  the  two  rivers  below  the  portage,  the  point  of  nearest  approach,  is 
surprisingly  straight,  and  nearly  upon  a  due  line  passing  through  Prairie  du  Chien  and 
the  Straits  of  Mackinaw.  The  divide,  or  portage,  separating  the  Wisconsin  River 
waters,  putting  into  the  Gulf  of  Mexico,  from  the  Fox  River  waters,  putting  into  the 
Saint  Lawrence,  is  a  level  sand  prairie,  without  rock,  and  in  width  one  and  one-half 
miles.  The  Wisconsin  at  the  portage  is  at  the  summit-level.  It  is  about  eight  feet 
higher  than  the  Fox  at  the  portage,  and  about  two  hundred  feet  higher  than  Lake 
Michigan  at  the  mouth  of  the  Fox,  and  one  hundred  and  sixty-nine  feet  higher  than 
the  Mississippi  at  the  mouth  of  the  Wisconsin. 

Already  a  canal  at  the  portage  connects  the  Wisconsin  and  the  Fox,  and  a  slack- 
water  communication  extending  from  the  portage  to  Green  Bay,  a  distance  of  one  hun- 
dred and  sixty  miles,  overcomes  by  locks  and  dams  the  fall  of  two  hundred  feet,  and 
connects  the  Wisconsin  River  with  Lake  Michigan.  The  Fox  River,  from  its  mouth 
to  Oshkosh,  on  Lake  Winnebago,  has  a  low-water  channel  of  about  four  feet,  and  from 
Lake  Winnebago  to  the  portage  of  about  three  feet.  At  stages  ol  high  water,  boats  of 
three,  four,  and  even  five  feet  draught  have  passed  from  Lake  Michigan  up  the  Fox  River 
and  down  the  Wisconsin  into  the  Mississippi  River.  As  late  in  the  season  as  Jnne  boats 
of  three  hundred  tons  burden  have  made  the  passage.  In  stages  of  low  water  the 
Wisconsiu  cannot  be  navigated  on  account  of  the  shifting  sand. 

The  slack-water  improvement  now  in  operation  chiefly  extends  from  the  portage  to 
the  mouth  of  the  Fox,  and  consists  of  levels  formed  by  dams,  extending  across  the 
river,  around  one  end  of  each  of  which  there  are  short  canals,  and  in  the  canals,  locks. 
In  all  there  are  tweuty-two  locks;  more  locks  than  levels.     The  height  overcome  a 


APPENDIX.  117 

little  exceeds  two  hundred  feet,  while  the  lockage  does  not  exceed  one  hundred  and 
ninety-five  feet.  The  canal  at  the  portage  is  about  two  miles  in  length,  while  the 
canals  at  the  dams  are  only  long  enough  to  furnish  approaches  to  the  locks. 

Taking  all  together,  there  are  about  six  miles  of  canal.  That  at  the  portage  is  sev- 
enty feet  wide,  and  at  trifling  expense  can  be  made  of  any  required  width  and  depth, 
while  the  approaches  to  the  locks  are  in  many  cases  wider  than  seventy  feet  and  in  all 
cases  of  sufficient  width  for  the  locks.  The  locks  are  160  feet  long  by  35  feet  wide, 
being  nearly  fifty  per  cent,  longer  and  over  one  hundred  per  cent,  wider  than  the  en- 
larged locks  on  the  Erie  Canal,  and  wider  than  any  in  the  country  excepting  on  the 
Albemarle  and  Chesapeake  Canal  and  the  locks  at  Louisville,  Ky. 

To  supply  water  to  the  Fox  River,  in  case  at  any  time  it  should  be  needed,  the  Wis- 
consin River  is  at  the  summit-level,  with  a  volume  at  the  portage  at  low  water,  accord- 
ing to  Colonel  Houston,  of  three  thousand  feet  per  second. 

The  plan  of  improvement  which,  pursuant  to  the  act  of  July  7,  1870,  has  met  the 
approval  of  the  Chief  of  Engineers,  and  has  been  adopted  by  the  Secretary  of  War, 
contemplates  for  the  Fox  River,  from  Portage  to  Green  Bay,  the  repair,  and,  in  some 
cases,  reconstruction,  of  the  dams  and  locks  now  standing;  the  construction  of  five 
additional  locks,  and  the  dredging  out  of  the  channel;  and  for  the  Wisconsin  River 
from  Portage  to  Prairie  du  Chien,  a  "river  improvement"  proper.  It  is  not  proposed 
to  throw  any  dam  across  the  Wisconsin  River,  but  to  so  contract  the  channel  by 
means  of  wing-dams,  &c,  that  for  all  practical  purposes  the  river  will  be  as  free  and 
open  as  before. 

At  the  time  of  making  his  preliminary  survey  in  1867  and  1808  General  Warren  was 
in  doubt  whether  a  river  improvement  proper  was  practicable  on  the  Wisconsin,  aud, 
therefore,  recommended  experimental  work  on  the  Wisconsin  in  order  to  test  its  prac- 
ticability, and  also  made  estimates  for  canal  improvements,  one  consisting  of  short 
canals  connecting  navigable  sections  of  the  river,  and  the  other  of  a  canal  the  whole 
distance.  The  experimental  work  has  proven  the  entire  practicability  of  improving 
the  Wisconsin  by  wing  or  side  dams,  so  that  the  channel  of  the  river  the  entire  dis- 
tance will  be  free,  open,  aud  unobstructed  by  dams.  The  dams  already  built  have  been 
sufficiently  tested;  some  of  them  by  the  freshets  and  ice  of  two  seasons.  The  result 
is,  that  for  the  sections  of  the  river  upon  which  the  work  has  been  done,  about  forty 
miles,  there  is  a  reliable  low-water  channel  of  about  four  feet  draught,  at  the  lowest 
places,  and  it  is  expected,  with  the  work  already  done  on  these  sections,  that  the  oper- 
ation of  the  river  itself  will,  in  another  season,  increase  the  depth  so  that  the  channel, 
in  the  lowest  water,  at  the  lowest  places,  will  be  five  feet  and  over.  To  the  inquiries 
submitted  by  you  as  chairman  of  the  committee,  and  by  Mr.  Davis,  Colonel  Houston 
makes  the  following  reply  : 

"The  Chairman.  I  see  your  report  states  the  fact  as  to  the  availability  of  the  Wis- 
consin River  for  commercial  purposes  with  these  improvements.  Have  you  any  doubt 
as  to  its  being  made  entirely  available? 

"Colonel  Houston.  No,  sir;  it  can  he  made  navigable  for  vessels  drawing  five  feet 
of  water." 

"Mr.  Davis.  I  understand  you  that  that  three  millions  was  for  the  improvement  from 
the  Mississippi  River  to  Green  Bay? 

"Colonel  Houston.  Yes,  sir. 

"  The  Chairman.  And  that  would  make  five  feet  navigation  from  the  river  to  the  lake  ? 

"  Colonel  JfousTON.  Yes,  sir. 

"The  Chairman.  Did  you  make  a  detailed  estimate  of  the  cost  ? 

"  Colonel  Houston.  Yes,  sir. 

"  The  Chairman.  Is  that  in  print  ? 

"Colonel  Houston.  It  will  be  next  winter;  it  is  in  the  report  to  the  Secretary  of 
War." 

It  may  he  proper  to  add  that  steamboats  drawing  between  three  and  four  feet  have 
in  low  water  passed  the  length  of  the  completed  work  on  the  Wisconsin  under  full 
head  of  steam  without  in  any  degree  checking  speed. 

A  navigable  channel  of  five-feet  draught  is  greater  than  the  low-water  channel  of 
the  Upper  Mississippi,  stated  by  Colonel  Houston  (evidence,  page  231)  at  three  or  four 
feet,  and  as  great  as  the  present  like  channel  of  the  Lower  Mississippi  between  Saint 
Louis  and  Cairo,  stated  by  Governor  Stannard  and  others  at  five  feet.  (See  evidence, 
page  595.)  If  river  boats  can  reach  the  lakes  it  is  not  deemed  important,  for  the  pres- 
ent, at  least,  that  lake  boats  should  reach  the  Mississippi.  That  time,  however,  is 
thought  by  some  to  be  near  at  hand  wThen  the  same  barge  will  be  towed  over  both 
river  and  lake. 

The  current  in  the  Wisconsin  is  estimated  by  Major  Suter,  in  his  report  of  January, 
1867  (p.  75),  at  two  miles  per  hour,  and  is  said  to  he  remarkably  uniform,  while  the  average 
current  in  the  Mississippi  and  the  Gulf-stream  is  estimated  by  the  Saint  Louis  memori- 
alists at  four  miles,  aud  the  current  in  the  western  end  of  the  Erie  Caual  near  Black 
Rock  by  D.  M.  Greene,  the  New  York  State  engineer,  at  thr-ee  miles.     So  that  ivhen  the 


118  APPENDIX. 

improvement  is  completed  the  navigable  channel  of  five-feet  draught  at  low  water  from  Prairie 
du  Chien  to  Green  Bay,  connecting  the  Mississippi  with  the  lakes,  271  miles,  at  its  reduced 
length,  will  consist  of  6  miles  of  ordinary  canals,  having  twenty-seven  locks  and  265  miles  of 
open  river  ;  of  which  latter  147  miles  will  he  as  level  as  the  lakes  and  118  miles  with  a  cur- 
rent only  one-half  of  the  average  current  of  the  Mississippi,  and  not  as  great  as  in  the  west- 
ern end  of  the  Erie  Canal.* 

The  accompanying  map  Xo.  1,  prepared  by  the  government  engineer,  shows  the  line 
of  this  route. 

ITS   PRACTICABILITY  IN   COMPARISON   WITH   NEW   YORK   CANALS. 

There  are  twelve  canals  in  the  State  of  New  York,  of  an  aggregate  length  of  8864 
miles.  The  construction  of  these  canals  was  commenced  in  1817,  and  the  Erie  was 
completed  in  1825.  The  enlargement  was  commenced  1835,  and  the  construction  ac- 
count closed  in  1862,  although  practically  completed  in  1859. 

The  cost  of  the  twelve  canals,  including  enlargement  and  land-damages,  was 
$65,644,848.  To  this  add  interest  on  loans  and  the  cost  of  repairs  and  management  up 
to  1865,  inclusive,  and  the  total  cost  to  Xew  York  was  $107,853,056.  The  amount  of 
tolls  received,  inclusive  of  the  year  1865,  was  $93,272,287,  enough  even  then,  with 
$14,580,769,  to  pay  off  in  full  the  entire  cost  of  the  canals. 

Of  these  canals  the  Erie  is  the  only  eastern  and  western  through  canal.  The  remain- 
ing eleven  are  lateral  canals,  feeders  to  the  Erie,  and  outlets  for  from  two  to  four 
counties  each.  Two  or  three  of  these  lateral  canals  are  self-sustaining.  The  remain- 
der only  become  so  by  crediting  to  them  the  tolls  on  freights  which  they  bring  into 
the  Erie.  Without  this  credit,  tolls  on  the  lateral  canals,  with  the  exception  of  two  or 
three,  have  not  more  than  paid,  and  in  most  cases  have  not  paid,  the  cost  of  repairs 
and  management. 

The  receipts  from  tolls  on  the  Erie  Canal  alone,  up  to  1865,  inclusive,  have  paid: 

1.  Cost  of  the  original  Erie  Canal. 

2.  The  enlargement,  including  improvements  and  land  damages. 

3.  Interest  on  loans. 

4.  The  total  cost  of  repairs  and  management  up  to  1865,  inclusive. 

5.  A  net  profit  amounting  to  $15,622,836.    In  all,  the  extraordinary  sum  of  $83,629,243. 
As  the  account  has  been  kept  by  the  State  of  Xew  York,  the  credit  to  the  Erie  is 

much  greater  than  this.  To  raise  a  portion  of  the  moneys  expended  upon  the  canals, 
the  State  sold  its  bonds  on  long  time.  To  meet  these  bonds  at  maturity,  the  income 
from  the  canals  was  put  at  interest,  and  the  amount  so  realized  was  greater  than  the 
accrued  interest  upon  the  bonds  issued.  According  to'statistics  taken  by  Mr.  Elmore 
Walker,  of  Xew  York,  from  the  reports  of  the  auditor  of  Xew  York,  and  submitted  to 
a  convention  at  Rochester  in  1870,  the  credit  to  the  Erie  Canal  (being  net  income  over 
all  expenditure)  on  the  30th  of  September,  1866,~one  year  later  than  the  above,  was 
stated  to  be,  not  $15,622,836,  as  given,  but  the  great  sum  of  $41,436,490.64. 

The  length  of  the  enlarged  Erie  Canal  is  350  miles. 

The  length  of  the  improvement,  Green  Bay  to  the  Mississippi,  will  be  271  miles. 

The  summit-level  of  the  Erie  Canal  is  at  Buffalo,  654  feet  above  the  Hudsou  River 
at  Troy. 

The  summit-level  of  the  improvement  is  at  Portage,  about  200  feet  above  Lake 
Michigan  at  Green  Bay,  and  169  feet  above  the  Mississippi  at  the  mouth  of  the  Wis- 
consin, j 

The  waters  received  into  the  Erie  Canal  at  Buffalo  are  in  great  part  wasted  at  Lock- 
port.     From  that  point  eastward  the  canal  is  supplied  by  artificial  feeders. 

For  all  practical  purposes,  the  summit-level  of  the  canal  is  the  long  level  from  Syra- 
cuse to  Utica  (55  miles),  a  level  fed  by  10  artificial  feeders,  built  at  great  cost,  of  which 
the  largest  and  most  expensive  is  the  Black  River  Canal.  The  supply  of  water  is  still 
insufficient,  and  it  is  proposed  to  build  other  feeders  for  this  level. 

The  full  volume  of  the  Wisconsin  River,  three-fifths  as  large  as  the  Mississippi  at 
Saint  Paul,  is  at  the  summit-level  of  the  improvement,  having,  according  to  General 
Warren,  an  average  discharge  at  its  mouth  of  10,000  feet  per  second;  and,  according 
to  Colonel  Houston,  a  low-water  discharge  at  Portage  of  3,000  feet  per  second. — (P. 
232  of  testimony.) 

The  bottom  of  the  Erie  Canal,  throughout  the  long  level,  is  an  artificial  bottom  from 
ten  to  thirty  feet  above  the  level  of  the  country  through  which  it  passes.  At  Syra- 
cuse the  New  York  Central  Railway  passes  uuder  the  canal.  At  Utica  the  bottom  is 
on  a  level  with  the  second-story  windows  of  many  of  the  houses  on  the  river  side  of 
the  town.  The  city  sewers,  the  street  and  highway  drains,  and  the  various  streams 
and  rivulets  along  this  level,  all  pass  under  the  canal.  At  Rochester  the  Genesee 
River  passes  under  it,  and  at  Schenectady  the  Mohawk. 

*  See  page  231  of  the  evidence.  See  also  Reports  1871,  1872,  1873,  containing  those  of  Captain  Nader, 
who  has  had  immediate  supervision  of  the  work  under  Colonel  Houston.  As  far  back  as  1871  Captain 
Nader  says:  "  The  results  of  the  experiments  and  investigations  have  clearly  determined  the  feasibil- 
ity of  improving  the  river-bed  by  means  of  dams  (wing-dams)  at  a  comparatively  moderate  cost." 


APPENDIX.  119 

The  bottom  of  the  Wisconsin  improvement,  as  built  and  projected,  is  a  natural  bot- 
tom, safe,  and  not  liable  to  break  away,  and  passes  neither  over  nor  under  other  bodies 
of  water. 

On  the  enlarged  Erie  Canal  there  are  seventy-one  locks,  110  feet  long  by  18  feet 
wide. 

Upon  the  improvement,  on  the  Fox  River  side,  there  are  built  and  projected  about 
twenty-seven  locks,  of  which  all  but  two  are  160  feet  long  and  35  feet  wide.  Of  the 
two  referred  to,  both  to  be  enlarged,  one  is  140  and  the  other  145  feet  long. 

The  depth  of  the  Erie  Canal  is  nominally  seven  feet,  but  practically  sis  feet  or  less. 

The  present  depth  of  the  eastern  end  of  the  improvement,  from  Lake  Winnebago  to 
Green  Bay,  is  about  four  feet.  The  proposed  depth  for  the  entire  improvement  is  five 
feet. 

The  bottom  of  the  Erie  Caual  is  narrow  and  the  locks  small,  only  permitting  the 
passage  of  narrow  boats,  which,  for  the  most  part,  are  sharp  at  the  bottom,  to  avoid 
friction. 

The  improvement,  and  the  locks  upon  the  improvement,  will  permit  boats  to  pass 
which  are  flat-bottomed  and  50  percent,  longer  and  100  per  cent,  wider  than  the  boats 
upon  the  canal. 

It  is  estimated  that  the  tonnage  which  will  sink  a  river  boat  four  inches  will  sink 
an  Erie  Canal  boat  one  foot,  so  that  for  the  purposes  of  commerce  a  depth  of  five  feet 
in  the  improvement  is  more  than  equal  to  a  depth  of  seven  feet  in  the  canal.  As  the 
improvement  now  is,  boats  of  greater  tonnage  have  been  passed  than  can  pass  the 
canal.  The  motive  power  on  the  canal  is  horse-power,  and  on  the  improvement 
steam.  The  rate  of  movement  of  freights  on  the  canal  is  one  and  one-quarter  miles 
per  hour,  and  on  the  improvement  (when  running)  from  five  to  seven.  In  1871  the 
arbitrators  went  over  the  improvement  from  Green  Bay  to  Portage  at  an  average  of 
seven  miles  per  hour,  running  movement. 

Both  are  eastern  and  western  through  routes,  the  one  a  continuation  of  the  other, 
and  later  an  effort  will  be  made  to  show  that  the  commerce  demanding  the  improve- 
ment to-day  is  little  less  in  amount  than  the  commerce  seeking  the  Erie  Canal.  Six 
of  the  eleven  side-canals  of  New  York  cost  from  two  to  six  millions  each,  and  the 
remainder  less. 

In  length  they  vary  from  38  to  124  miles.  They  are  fed  in  part  by  artificial  feeders. 
The  Genesee  Valley  Canal  has  112  locks,  the  Chemung  Canal  116  locks,  with  1,015 
feet  of  lockage,  and  the  Black  River  Canal  109  locks,  with  1,082  feet  of  lockage.  They 
are  outlets  for  two,  or  at  the  most,  four  counties  each. 

The  improvement  of  the  Wisconsin  and  Fox  Rivers,  with  a  length  less  by  nearly  100 
miles  than  the  Erie  Canal,  less  than  one-third  of  the  lockage,  abundant  water  on  the 
summit-level  rendering  artificial  feeders  unnecessary,  a  natural  and  not  an  artificial 
bottom,  no  streams  to  cross,  about  one-third  the  number  of  locks,  with  only  six  miles 
of  canal  and  the  balance  open  river,  giving  a  rate  of  movement  four  and  perhaps  five 
times  that  of  the  canal,  with  a  corresponding  saving  in  transportation  charges,  is  esti- 
mated to  cost  the  government,  not  the  great  cost  of  the  Erie,  but  about  as  much  as 
the  average  cost  of  a  side-caual  of  New  York,  and  is  the  outlet  for  six  States  and  a  vast 
territory  beyond. 

ITS  PRACTICABIILITY   IX   COMPARISON  WITH   OTHER  RIVER  IMPROVEMENTS. 

(Its  comparison  with  other  water-routes  for  transportation  will  be  given  later.) 

Compared  with  the  improvements  proposed  for  other  rivers  putting  into  the  Missis- 
sippi, the  proposed  improvement  of  the  Wisconsin  is  in  length  and  feet  of  fall  not 
greater  than  the  rivers  having  the  least  number  of  miles  in  length  and  the  least  num- 
ber of  feet  of  fall,  and  not  more  than  half  as  great  as  the  rivers  having  the  greatest 
number. 

An  impediment,  and  possibly  the  greatest,  in  the  way  of  the  improvement  of  rivers, 
is  the  sudden  and  great  rise  of  water  at  certain  seasons  of  the  year.  In  the  Ohio  the 
floods  rise  above  low-water  mark  as  high  as  sixty  feet,  and  in  the  Illinois,  Rock,  and 
Chippewa  as  high  as  thirty  feet.  But  not  so  in  the  Wisconsin.  The  difference  be- 
tween high  and  low  water  mark  is,  at  the  mouth,  ten  feet,  and  at  the  portage  six  feet. 
Two  mountains  of  rock,  twenty  miles  above  the  portage,  situated  at  each  side,  and 
close  against  the  river,  by  reducing  the  channel,  hold  back  the  floods. 

Maj.  Charles  R.  Suter,  in  his  report  of  the  survey  of  this  river,  made  January  2, 
1867,  says: 

"Twenty-three  miles  above  Portage  City  the  river  passes  through  the  Dalles,  and  is 
there  very  much  reduced  in  width.  The  Dalles  act  as  a  dam  to  prevent  any  very  great 
rise  in  the  Lower  Wisconsin.  The  average  yearly  rise  is  about  six  feet.  Iuthe  spring 
of  1866  it  rose  nine  feet,  which  is  the  greatest  height  it  has  attained  for  many  years. 
The  rise  in  the  river  just  above  the  Dalles,  on  this  occasion,  was  more  than  fifty  feet." 


120  APPENDIX. 


Finally,  after  careful  surveys  and  a  study  of  the  river,  extending  over  sis  years,  and 
experiments  in  its  improvement  which  have  been  tested  by  freshets  and  ice,  many  oi 
tbem  for  two  years  or  more,  it  is  nowreported  by  the  engineers  in  charge  that  the  chan- 
nel of  the  Wisconsin  River,  unobstructed  by  dams,  can  >><  improved,  and  that  a  channel  of  Jive- 
feet  draught  in  low  water,  from  Prairie  du  Chien  to  Green  Bay,  through  the  Wisconsin  and- 
the  Fox,  can  be  had  at  a  cost  in  the  whole,  in  addition  to  the  appropriations  heretofore  made, 
not  to  exceed  .}3, 000, 000. 

COMPARISON  WITH   CERTAIN   OTHER   WATER-ROUTES  FOR  TRANSPORTATION. 

The  greatest  canal  in  the  world  is  the  Yun-ho  or  Imperial  Canal  of  China,  650  miles 
long,  200  to  1,000  feet  broad  and  10  feet  deep.  There  are  400  canals  in  China,  with  a 
length  in  the  aggregate  of  12,000  miles,  whereby  China  is  enabled  to  sustain  one  of  the 
most  crowded  populations  in  the  world,  333  to  the  square  mile,  or,  if  restricted  to  the 
cultivated  portions,  nearly  600.  Holland  sustains  a  population  of  593  to  the  square 
mile,  and  has  scarcely  a  village  without  its  water-road.  Introduced  into  England  in 
1755,  later  than  into  any  other  of  the  European  countries,  the  canals  connecting  many 
of  the  towns,  especially  in  the  southern  part  of  Great  Britain,  have  now  in  the  aggre- 
gate a  length  of  over  2,000  miles. 

These  and  similar  facts  teach  the  lesson  that  in  order  to  enable  this  country  to  sus- 
tain a  dense  population  by  the  development  of  its  resources,  it  is  necessary  that  all,  at 
least,  of  the  proposed  water-routes,  should  ultimately  be  opened.  It  is  believed  that  all 
will  be  necessary,  practicable,  and  in  the  end  profitable.  A  comparison  of  the  northern 
route  by  way  of  the  Wisconsin  and  Fox  Rivers,  with  certain  others,  simply  shows  its 
relative  importance.  It  is  not  deemed  necessary  to  call  attention  to  more  thau  a  few  of 
the  characteristics  of  each  of  the  several  routes,  nor  to  enter  into  a  thorough  discussion 
of  even  those  characteristics  which  are  mentioned. 

Distances  from  New  York. 

The  following  tables  give  the  distances  to  New  York  by  this  and  other  routes.  No 
attempt  has  been  made  to  equate  the  distances  by  making  allowance  for  delay  and 
expense  of  lockages.  An  investigation  into  their  characteristics  will  show  that  the 
doctrine  of  equation  may  be  applied  with  advantage  to  this  over  most  of  the  proposed 
routes,  but  it  is  thought  that  the  decisive  advantage  is  not  likely  to  turn  upon  any 
mere  margin  of  distance  established  by  equation. 

The  following  table  is  designed  to  represent  the  "Wisconsin  and  Fox  Rivers  improve- 
ment in  comparison  with  the  Illinois  River  and  Illinois  and  Michigan  Canal  improve- 
ment : 

*  Testimony,  pp.  231,  232,  Colonel  Houston's  letter,  appendix,  p.  — .  Colonel  Houston's 
report,  1873.  Reports  General  Warren  and  Colonel  Houston  to  War  Department  every 
year,  1867  to  1873,  inclusive. 


APPENDIX. 


121 


Table  No.  1. — Exhibiting  the   Wisconsin  and  Fox  Rivers  improvement  route  to  Xew  York, 
in  comparison  with  the  Illinois  Hirer  and  Illinois  and  Michigan  Canal  route. 


Distances  from — 

•-  s 

-  . 
c'J- 

6 
JZ5 

o  J 
Jo 

M 

gs-g 

ch  O 

o  ;« 

«  ° 
a  o 

M 

Saint  Louis  to  New  York. 

(From  Saint  Louis  to  Grafton  (mouth  111) 

41 

334 

*1, 100 

350 

150 

1,975 
2,153 

178 

By  Illinois  and  Michigan  1  ™  cl^lZ  to  Bi3  ' ! ! ! ". ! ! ! ! ." .' ! ! ! ! ! ! ! ! '. 

Canalroute.                      )  From  Buffalo  to  Albany 

(■From  Saint  Louis  to  Prairie  du  Chien 

*510 
278 

*875 
500 

460 

334 

*1, 100 

500 

Prairie  du  Chien  to  New  York. 

2,394 
1,653 

278 
y875 
500 

*710 

334 

*1, 100 

500 

*250 

278 

"875 

500 

By    Wisconsin    and    F<-'^  Frillll  Gl.,.f.n  Bav  t0  Buffalo  ' 

Rivera  route.                   }  From  Buffalo  ^  New  Toik 

74i 

Saint  Paul  to  New  Yobk. 

2,644 
1,903 

i'Froni  Saint  Paul  to  Prairie  du  Chien 

By    "Wisconsin    and    Fox  i  From  Prairie  du  Chien  to  Green  Bay 

Rivers  route.                    "j  From  Green  Bay  to  Buffalo 

{.  From  Buffalo  to  New  York 

741 

*  Approximate. 

From  Table  No.  1  it  appears  that  Saint  Louis  is  nearer  to  New  York  by  the  Illinois- 
improvement  than  by  the  Wisconsin  improvement  178  miles;  while  Prairie  du  Chien, 
Saint  Paul,  and  all  other  points  north  of  Prairie  du  Chien,  are  nearer  by  the  Wis- 
consin improvement  741  miles.  The  point  equidistant  from  New  York  by  either 
route  is  89  miles  north  of  Grafton,  at  the  rnouth  of  the  Illinois,  and  370  miles  south 
of  Prairie  du  Chien,  at  the  mouth  of  the  Wisconsin.  That  point  is  130  miles  north  of 
Saint  Louis  and  60  south  of  Keokuk,  and  near  to  the  town  of  Louisiana.  All  points 
north  of  the  town  of  Louisiana  are,  by  the  Wisconsin  route,  nearer  to  New  York  than 
by  the  Illinois  route. 

The  following  table  is  designed  to  represent  the  Wisconsin  and  Fox  Rivers  improve- 
ment in  comparison  with  the  Kanawha  and  James  Rivers  improvements: 


122 


APPENDIX. 


Table  No.  2. — Statements  showing  the  Wisconsin  and  Fox  Rivers  improvement  route  to  New 
York  in  comparison  with  the  Kanawha  and  James  Rivers  improvement  route. 


Distances  from — 

if 

a  js 

®   O 

u  ■** 

Is 

1" 

10 

a 

-  'o 

a 
5 

03 

a 

oi    . 

°2 

H 

a 

M 

oS 

fc.  a 

e-a 

l§ 

o 

a 

H 

CAIRO  TO  NEW  YORK. 

(From  Cairo  (mouth  Ohio)  to  Point  Pleasant 

*735 
485 
125 
650 

075 
278 
'875 
500 

1,  005 
2,328 

333 

I  From  Hampton  Roads  to  New  York 

Bv   Wisconsin    and    Fox  J  From  Prairie  du  Chien  to  Green  Bav 

Rivera  route.                   .  j  From  »  rreen  Bay  to  Buffalo ". 

[From  Buffalo  to  New  York 

675 

*735 
485 
125 
650 

PRAIRIE   HI     CHIEN  TO   NEW  YORK. 

2,670 
1,053 

-n,-  i7„„„,ni,,  „„.i   t -,  1  From  Cairo  to  Point  Pleasant 

By  Wisconsin    and  Fox  5  *™»J  Prairie  du  Chien  to  Green  Bay 

Rivers  route                      i  hrom  Green  Bay  to  Buffalo 

-uiveis  route.                     £  From  Buffalo  t0  New  York 

278 
*875 
500 

1  017 

*  Approximate. 

From  Table  No.  2  it  appears  that  Cairo,  at  the  mouth  of  the  Ohio,  is  nearer  to  New 
York  by  the  Kanawha  improvement  than  by  the  Wisconsin  improvement  333  miles : 
while  Prairie  du  Chien,  at  the  month  of  the  Wisconsin,  and  all  points  north  of  Prairie 
du  Chien,  are  nearer  by  the  Wisconsin  improvement  1,017  miles.  The  point  equidis- 
tant from  New  York  by  either  route  is  1G6  miles  north  of  Cairo,  508  miles  south  of 
Prairie  du  Chien,  and  south  of  the  city  of  Saint  Louis. 

Comparing  the  Wisconsin  route  with  the  Gulf  route,  via  New  Orleans,  and  taking 
New  Orleans  as  the  initial  point,  the  distance  from  that  city  to  New  York  by  Gulf 
and  ocean  is  about  2,200  miles,  and  by  the  Wisconsin  route  about  3,358  miles,  making 
in  favor  of  the  former  about  1,158  miles.  The  point  equidistant  from  New  York  is 
580  miles  above  New  Orleans  and  674  miles  below  Saint  Louis. 

Cost. 

The  Wisconsin  route,  connecting  the  Mississippi  and  the  lakes,  to  have  5  feet 
draught,  to  be  271  miles  in  length,  of  which  118  are  to  be  unobstructed  river  and  153 
slack-water  navigation,  with  27  locks,  160  feet  by  35  feet,  a  total  lockage  of  195  feet, 
water  at  the  summit-level  in  quantity  twenty  times  that  required,  and  not  to  exceed 
6  miles  of  canal,  including  the  short  canals  around  the  dams,  is  estimated  to  cost 
$3,000,000.* 

The  rate  of  movement  will  be  as  great  as  the  rate  upon  other  rivers,  and  nearly  equal 
to  the  rate  upon  the  lakes,  with  an  average  little,  if  any,  less  than  six  miles  per  hour, 
Iu  1871  the  arbitrators  passed  over  the  route  from  Green  Bay  to  Portage,  through  all 
the  locks  and  canals,  at  an  average  running  time  of  7  miles  per  hour.  There  is  less 
canal  than  on  any  other  route,  unless  regarded  in  connection  with  the  New  York  or 
Canadian  canals  as  a  part  of  the  northern  through  route.  Reasons  will  be  given  later 
for  the  belief  that  the  rate  of  movement  and  the  capacity  of  the  New  York  canals  will 
be  doubled  or  trebled  by  the  use  of  steam  and  the  completion  of  certain  improvements. 
With  the  canals  as  they  now  are,  and  the  Wisconsin  route  opened, freights  can  be  regu- 
larly moved  to  the  city  of  New  York  from  the  Mississippi,  at  Prairie  du  Chien,  in  18  days, 
exclusiveof  transshipments,  and  with  the  canals  improved,  in  13  days,  and  possibly  in  less 
time,  and  the  return  trip  can  be  made  in  the  same  number  of  days;  while  by  the  Gulf 


*  Colonel  Houston's  report,  1873.     Testimony,  p.  232. 


APPENDIX. 


123 


route  it  is  thought  that  the  outgoing  trip,  exclusive  of  transshipment,  will  take  at  least 
25  days,  and  the  return  trip  considerably  longer.  The  increased  interest  upon  capital 
invested  by  both  shipper  and  carrier,  and  the  increased  expense,  are  important  items 
in  favor  of  the  northern  route. 

New  York  the  terminal  point  or  market. 

In  this  comparison  of  routes  the  city  of  New  York  is  taken  as  the  terminal  point  to 
be  reached,  inasmuch  as  it  is  considered  the  market  of  the  country  at  which  products 
reach  their  highest  home-value.  The  home-value  of  the  products  of  a  country  is 
largely,  if  not  wholly,  dependent  upon  their  value  in  the  markets  of  the  world.  It  is 
highest  in  that  port  from  which  they  can  be  transported  to  those  markets  at  least  ex- 
pense. The  rates  of  transportation  upon  sea-going  vessels  from  the  port  of  New  York 
are  less  than  from  any  other  port  on  this  continent.  Until  New  York  shall  cease  to  be 
the  moneyed  center  of  the  country,  and  cease  to  have  the  best  facilities  of  all  ports 
for  rapid  and  extended  distribution,  she  will  continue  to  be  the  chief  market  of  the 
country.  It  is  certain  that  she  is  the  present  moneyed  center  and  the  present  market 
of  the  country.  It  is  not  certain  that  the  glory  of  this  possession  will  soon  or  ever 
pass  from  her.     While  it  is  hers  she  will  control  the  exports  of  the  country. 

These  views  seem  to  be  confirmed  by  the  following  table,  designed  to  show  the  rela- 
tions which,  in  1872,  the  imports  and  exports  of  the  country  and  of  several  of  its 
•cities  bore  to  each  other : 

Table  No.  3. — Statement  designed  to  show  the  values  of  imports  and  exports  {exclusive  of 
moneys),  and  shipping-tonnage  for  1872,  of  the  United  State*  and  several  of  its  cities;  the 
values  per  ton,  and  the  percentage  which  the  valiu  of  imports  of  the  respective  cities  bears 
to  the  value  of  imports  of  the  United  States. 


United  States. 


New  York 
City. 


New  Orleans.        Boston. 


Philadelphia. 


Exports  (value),  exclusive  of 
moneys 

Imports  (value),  exclusive  of 
moneys 

Tonnage  * 

Value,  per  ton . 

Percent,  of  value  of  imports  to 
value  of  imports  of  United 
States  


$549,  219,  718  ,  $270,  413.  674 


$040,  338,  760 

7,  708, 106 

$82.  43 


$418,515,829 

3,969,  339 

$105.50 


.65+ 


$89,  501, 149 

$18,  542, 188 
501,  965 
$36.  93 


.03— 


$21,443,154 

$70,  398, 185 
881,486 
$79.  85 


.11— 


$20,  982,  876 

$20,  383,  853 

417,911 

$48.  77 


.03+ 


*  This  is  the  tonnage  capacity  of  the  vessels  engaged  iu  trade  with  foreign  ports,  according  to  the 
mode  of  measurement  adopted  by  the  government. 

Hence  it  is  claimed  that  New  York  is  properly  selected  as  the  chief  market  to  which 
the  grain  of  the  country  tends,  and  which  fixes  the  value  of  grain  in  all  other  cities 
and  localities  of  the  country,  the  value  in  any  locality  being  determined  by  the  value 
in  New  York  and  the  cost  of  moving  it  there. 


Northern  through  route. 

The  northern  through  route,  of  which  the  New  York  canals  are  the  eastern  end,  and 
the  Wisconsin  and  Fox  Rivers  improvement  the  western  end,  leads  to  the  food-pro- 
ducing centers,  upon  lines  shorter  and  more  direct  than  any  others  open  or  proposed. 
In  their  rapid  yet  regular  movement  westward  these  centers  have  already  reached  the 
valley  of  the  Upper  Mississippi.  Their  present  location  and  the  location  of  the  centers 
of  wealth,  intelligence,  density  of  population,  and  foreign  population,  are  most  vividly 
and  forcibly  presented  and  illustrated  upon  the  maps  published  by  the  United  States 
Census  Bureau,  accompanying  the  Census  Reports  for  1S70.  Copies  of  these  maps, 
presenting  these  facts  so  much  more  clearly  and  forcibly  than  words  can  express  them, 
are  hereto  annexed. 

It  appears  that  the  center  of  the  surplus  product  of  wheat  of  the  country  is  grown 
north  of  and  near  to  the  point  at  which  the  ^Yisconsin  River  improvement  enters  the 
Mississippi ;  that  the  center  of  the  surplus  product  of  corn  is  only  a  short  distance 
south  of  that  point,  and  that  the  centers  of  the  surplus  products  of  oats,  rye,  barley, 
hay,  &c,  are  in  part  considerably  north,  and  all  closely  contiguous  to  the  same  point 
upon  the  Mississippi,  while  the  locations  of  density  of  population,  foreign  population, 
wealth,  and  intelligence  all  lie  upon  the  line  of  that  route.  When  it  is  remembered 
that  a  portion  of  the  surplus  product  of  corn  and  nearly  the  whole  of  the  surplus  prod- 
uct of  wheat  and  of  other  crops  are  moved  eastward,  and  largely  to  the  seaboard,  that 
^t  least  five-eighths  of  the  surplus  product  are  for  distribution  within  the  country,  the 


124  APPENDIX. 

balance  being  quite  sufficient  to  supply  foreign  demand,  that  the  channels  of  distribu- 
tion emanating  in  all  directions  from  all  parts  of  this  northern  through  line,  permeate 
the  centers  of  density  of  population,  of  foreign  population,  of  wealth,  and  intelligence, 
and  into  those  agricultural  districts  the  least  of  all  devoted  to  the  raising  of  cereals, 
and  necessarily  having  the  largest  deficits,  the  necessity  for  making  this  channel,  as 
against  all  other  proposed  channels,  open,  clear,  and  unobstructed,  does  not  seem  to 
admit  of  question.  It  is  parallel  to  the  lines  upon  which  the  railway  business  of  the 
country  is  done.  It  connects  upon  the  shortest  water-lines  the  terminal  points  of  all  of 
the  proposed  routes.  Opening  other  routes  will  not  diminish  the  necessity  for  this. 
The  great  importance  of  improving  the  Mississippi  River  cannot  be  denied,  and  yet 
the  improvement  of  the  Mississippi  will  not  in  any  way  diminish  the  necessity  for  the 
improvement  of  the  northern  route.  When  the  centers  of  the  density  of  population, 
of  the  working  population,  of  that  energy  begotten  of  a  temperate  climate,  of  intelli- 
gence and  wealth,  shall  have  moved  well  down  the  valley  of  the  Mississippi,  then, 
and  not  till  then,  will  the  importance  of  the  northern  route  become  diminished,  and 
the  city  of  New  Orleans  perhaps  become  the  chief  market  and  have  control  of  the 
exports  of  the  country. 

COMPARED  WITH  RAILWAYS. 

The  following  table  is  designed  to  represent  the  northern  route  via  the  Wisconsin 
and  Fox  Rivers  improvement  in  comparison  with  railways.  Dubuque  is  selected  as 
an  initial  point  with  reference  to  its  central  position  in  the  Northwest  and  upon  the 
Mississippi : 


APPENDIX. 


125 


•9jno.i-.i9ie.ii 

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S93jBqO  JO  9JBJ  9SBJ9AY 

6 

oo 

9 
00 

:-. 

9 

9 

Average  rate   per 
ton  to  New  York 
(excluding  trans- 
shipments). 

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jo  eidt9D9y; 

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HI 

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126 


APPENDIX. 


From  this  table  it  appears  that  •while  Dubuque,  by  railway,  is  568  miles  nearer  to 
New  York  thau  by  water,  the  cost  (excluding  transshipment)  is  by  water  .$4.24  per  ton, 
and  by  rail  .$18;  the  charges  by  water  $9.43,  and  by  rail  $28.62;  and  the  percentage  in 
favor  of  water  67  per  cent.  With  Saint  Paul  as  the  initial  point,  the  percentage  is  72 
per  cent.  To  transport  a  bushel  of  wheat  from  Dubuque  to  New  York  the  charges  (not 
the  cost)  excluding  transshipment,  are  by  water  28-J  cents,  and  by  rail  86  cents;  and 
from  Saint  Paul  to  New  York,  by  water,  31  cents,  and  by  rail  .$1.09.  The  lowest  rates 
by  the  "through  "  freight-line  from  Chicago  to  New  York  (l-^-  cents  per  ton  per  mile) 
would,  if  extended  to  Dubuque,  amount  to  59  cents,  and  to  Saint  Paul  75  cents.  To 
compete  successfully  with  water-ways  (when  open)  it  will  be  necessary  for  railways 
to  carry  freight  at  less  than  one-half  of  the  actual  cost  as  here  given. 

It  is  true  that  from  Chicago  to  New  York  rail-rates  at  different  times  have  been  re- 
duced considerably  below  those  indicated,  which  might  seem  to  impeach  the  accuracy 
of  the  foregoing  table;  but  it  is  believed,  from  the  fact  that  water-rates  as  given  can 
be  greatly  if  not  correspondingly  reduced,  and  the  reduction  in  rail-rates  was  occa- 
sioned largely,  if  not  wholly,  by  water  competition,  that  quite  or  nearly  the  full  per- 
centage of  saving  claimed  is  fairly  attributable  to  the  opening  of  water-routes. 

From  a  table  appearing  in  the  memorial  of  the  Union  Merchants'  Exchange  of  Saint 
Louis  to  the  Forty-third  Congress  of  the  United  States,  and  purporting  to  have  been 
calculated  from  the  official  reports  of  differeut  roads,  and  from  which  table  the  follow- 
ing extract  is  taken,  it  appears  that  the  rates  per  ton  per  mile  on  railways  are  not  less 
than  those  stated  in  the  foregoing  table  ;  that  the  average  rates  for  the  ten  years  from 
1863  to  1872,  inclusive,  were,  on  the  New  York  Central  Railway,  23-,%  mills  per  ton 
per  mile,  and  on  the  Chicago,  Burlington,  and  Quincy  Railroad,  29yo  mills;  and  that 
the  rates  on  the  through  lines  east  from  Chicago  are  considerably  less  than  those  on 
lines  west  of  Chicago,  showing,  it  is  claimed,  unmistakably,  the  effect  of  water  com- 
petition. 

Extract  from  table  in  memorial  of  Union  Merchants'  Exchange  of  Saint  Louis,  above 
referred  to : 


Railroads. 

1863. 

1864. 

1865. 

1866. 

.292 
.245 

.369 

1867. 

1868. 

1869. 

1870. 

1871. 

1872. 

New  York  Central. 
Erie 

.240 
.209 

.235 

.275 
.231 

.255 

.331 
.276 

.364 

.253 

.204 

.288 

.259 
.192 

.318 

.220 
.160 

.324 

.186 
.137 

.306 

.165 
.147 

.239 

.159 
.150 

Chicago,    Burling- 
ton and  Quincy. 

.210 

Average,  New  York  Central,  23  810  mills,  and  Chicago,  Ifurlington  and  Quincy,  29  1-10  mills. 

The  effect  of  water  competition  is  not  only  shown  in  the  low  rates  on  the  New  York 
Central  for  all  classes  of  freights  which  obtained  in  1872,  being  15r0-  mills  per  ton  per 
mile,  but  more  especially  in  the  rates  for  wheat  and  other  grain,  which  are  the  chief 
articles  for  eastward  transport  by  water.  The  rates  on  wheat  from  Chicago  to  New 
York,  by  the  New  York  Central  and  connecting  lines,  for  about  one-half  of  the  year 
1872,  were  $13  per  ton,  being  65  cents  per  hundred,  and  about  144  mills  per  ton  per 
mile ;  while  the  average  rates  on  wheat  for  the  whole  year  were  $11.60  per  ton,  being 
58  cents  per  hundred,  and  about  13  mills  per  ton  per  mile,  and  while  for  about  19  days 
of  that  year  even  the  average  rates  fell  off  fully  twenty-two  per  centum. 

It  is  also  true  practically,  however  it  may  be  theoretically,  that  the  rate  of  move- 
ment by  rail  is  but  little,  if  any,  greater  than  by  water. 

Cost  of  railways. 

The  average  cost  of  constructing  the  railways  of  the  United  States  exceeds  $41,000 
per  mile.  (Census  1860.)  The  estimate  for  the  improvement  of  the  Wisconsin  and 
Fox  Rivers,  including  the  moneys  already  expended,  would  not  build  much  over  one- 
third  of  the  same  number  of  miles  of  railway.  There  had  been  expended  for  railways 
in  Wisconsin,  as  far  back  as  1871  (see  TableNo.  9),  more  than  24  times  the  estimated 
sum  required  for  the  improvement,  and  in  the  five  States  of  Wisconsin,  Minnesota, 
Iowa,  Illinois,  and  Missouri,  more  than  168  times  the  sum  required.  The  increase  in 
the  number  of  miles  of  completed  railway  since  1871,  has  been  as  great  as  for  any 
corresponding  period  prior  thereto. 

In  every  fourteen  days  of  profound  peace  there  is  now  expended  by  the  War  and 
Navy  Departments  of  the  United  States  a  sum  greater  than  the  estimated  cost  of  im- 
provement. 


APPENDIX. 


127 


DISTANCE   THAT   GRAIN   WILL  BEAR   TRANSPORTATION. 

The  following  note  and  table  are  taken  from  the  pamphlet  compiled  by  the  president 
and  directors  of  the  James  River  and  Kanawha  Company.  The  table  does  not  purport 
to  show  how  far  grain  may  be  carried  by  river  or  lake,  but  unquestionably  that  dis- 
tance is  not  lees  than  twice  the  distance  it  can  be  carried  by  canal. 

"  The  respective  distances  for  which  canals,  railroads,  and  ordinary  highways  com- 
mand trade  is  approximately  exhibited  by  the  following  table.  It  takes  no  account  of 
charges  other  than  for  freight  (actual  cost),  and  is  made  out  for  wheat  at  .$1.50  per 
bushel,  or  $49.50  per  ton  of  33  bushels,  and  corn  at  75  cents  per  bushel,  or  $24.75  per  ton. 
It  assumes  the  cost  of  carriage  at  5  mills  per  ton  per  mile  on  canals,  fifteen  mills  on 
railroads,  and  fifteen  cents  on  ordinary  highways. 

"The  charges  on  produce,  other  than  for  carriage  proper,  would  materially  curtail  the 
distances  indicated  by  the  following  table.  The  exhibit  is  valuable,  however,  as  show- 
ing by  contrast,  for  how  much  greater  distances  navigation  commands  trade  than  over- 
land methods  of  transit.  At  330  miles,  the  cost  of  carriage  on  common  roads  consumes 
the  whole  value  of  wheat,  leaving  nothing  at  all  for  the  farmer.  At  1,980  miles  the 
freight  on  railroads  leaves  but  60  cents  per  bushel  (the  actual  cost  of  production)  for 
the  grower ;  and  at  3,300  miles  sweeps  off  the  total  value.  But  on  canals  the  cost  of 
carriage  does  not  trench  upon  the  cost  of  production  (of  60  cents  per  bushel)  until  the 
wheat  has  been  carried  5,940  miles;  nor  is  the  value  wholly  exhausted  within  a  dis- 
tance of  9,900. 

Statement  showing  the  value  of  a  ton  of  wheat  and  one  of  corn  at  a  given  distance  from  mar- 
ket, as  affected  by  cost  of  transportation  respectively  by  canal,  by  railroad,  and  over  the 
ordinary  highway. 


Canal  carriage. 


Wheat.    Corn 


Railway     car-  :  Common-road 
riage.  carriage. 


Wheat.  I  Corn.    Wheat.    Corn. 


Value  at 

10 

20 

30 

40 

50 

60 

70 

80 

90 

100 

110 

120 

130 

140 

150 

160 

170 

320 

330 

340 

350 

1,000 

1,650 

1,  980 

3,300 

4,950 

5,940 

9,900 


market $49 

miles  from  market 49 

miles  from  market  '  49 

miles  from  market 49 

miles  from  market :  49 

miles  from  market j  49 

miles  from  market 49 

miles  from  market i  49 

miles  from  market \  49 

miles  from  market '  48 

miles  from  market 48 

miles  from  market 47 

miles  from  market 47 

miles  from  market 47 

miles  from  market 47 

miles  from  market 47 

miles  from  market 47 

miles  from  market. 47 

miles  from  market 40 

miles  from  market   46 

miles  from  market   4ij 

miles  from  market 4tj 

miles  from  market 44 

miles  from  market !  41 

miles  from  market  I  39 

miles  from  market I  33 

miles  from  market j  24 

miles  from  market 19 

miles  from  market 


$24  75 
'24  70 
24  05 
24  60 
24  55 
24  50 
24  45 
24  40 
24  35 
24  30 
24  25 
24  20 
24  15 
24  10 
24  05 
24  00 
23  95 
23  90 
23  20 
23  15 
23  Hi 
■Si  On 
19  75 
16  50 
14  85 
8  25 


$49  50 
49  35 
49  20 
49  05 
48  90 
48  75 
48  60 
48  45 
48  30 
48  15 
48  00 
47  85 
47  70 
47  55 
47  40 
47  25 
47  10 
46  95 
44  70 
44  55 
44  40 
44  25 
34  50 
24  75 
19  80 


$24  75 
24  60 
24  45 
24  30 
24  15 
24  00 
23  85 
23  70 
23  55 
23  30 
23  25 
23  10 
22  95 
22  80 
22  65 
22  50 
22  35 
22  20 
19  95 
19  80 
19  65 
lit  50 
9  75 


$49  50 
48  00 
46  50 
45  00 
43  50 
42  00 
40  50 
39  00 
37  50 
36  00 
34  50 
33  00 
31  50 
30  00 
28  50 
27  00 
25  50 
24  00 
1  50 


$24  75 

23  25 

21  75 

20  25 

18  75 

17  25 

15  75 

14  75 

14  25 

11  25 

9  75 

8  25 

6  75 

5  25 

3  75 

2  25 

"  75 


CREATIVE   POWER   OP   WATER  TRANSPORTATION. 

The  creative  power  of  water  transportation  is  not  restricted  to  the  increase  of  exist- 
ing values,  but  extends  to  the  creation  of  values  where  otherwise  none  would  exist. 
Certain  articles  of  commerce,  such  as  stone,  brick,  gravel,  fire- wood,  earth,  &c,  become 
articles  of  commerce,  almost  exclusively  from  this  operation.  It  is  by  some  asserted 
that  its  benefits  in  the  creation  of  new  values  are  greater  and  in  every  way  more  im- 
portant than  its  benefits  in  the  enhancement  of  existing  values. 


Will  enough  be  saved  to  justify  the  expenditure  ? 

It  will  save  by  reducing  the  freight  charges  upon  every  ton  of  coarse  freight  moved 
from  the  Mississippi,  eastward,  or  from  Lake  Michigan,  westward,  by  water  or  by  rail. 


128 


APPENDIX. 


The  following  table  shows  the  comparative  cost  and  receipts  upon  railroads,  canals, 
rivers,  bays,  and  sea-borne: 


Classification. 


Mills. 

Transportation  by  railroads 17.  90 

Transportation  by  canals,  including  deduction,  lockage,  &c 

Transportation  by  Erie  Canal,  including  deduction,  lockage,  &c 

Transportation  by  rivers,  steam-towage 

Transportation  by  bays 

Transportation  by  ocean 


Mills. 
29.80 
11.40 


2.90 
3.73 
2.50 


Note.— See  Hon.  "W".  J.  McAlpine's  table,  New  York  Produce  Exchange  Report,  1872-73,  p.  246. 

From  this  statement  it  appears  that  the  receipts  and  cost  of  transportation  by  rail 
arc  each  about  three  times  as  great  as  by  canal,  and  about  eight  times  as  great  as  by  river. 

From  the  auditor's  report  for  1866,  it  appears  that  the  tons  moved  one  mile  in  New 
York,  on  the  Central  and  Erie  Railroads,  for  that  year  were  809,561,319,  and  on  the 
canals  1,012,448,034,  yet  the  railroad  receipts  amounted  to  $20,282,943,  and  the  canal 
receipts  to  only  $10,160,651,  making  the  charges  by  rail  nearly  three  times  as  great  as 
by  canal. 

In  the  ten  years,  1855  to  1864  inclusive,  the  total  number  of  tons  moved  one  mile  by 
the  Central  Railroad  was  2,132,073,612,  by  the  Erie  Railroad  2,587,274,914,  and  by  the 
New  York  canals  8,175,803,065;  and  the  average  charges  of  the  Central  were  2  6-10, 
the  Erie  2  22-100,  and  the  canals  91-100  cents  per  ton  per  mile,  making  the  average 
charges  by  rail  nearly  three  times  (2  2-3)  as  great  as  by  canal. 

Had  the  freights  which  were  carried  by  canal  for  the  ten  years  referred  to  been  car- 
ried by  rail,  the  additional  freight  charges  would  have  amounted  to  $122,637,045.97; 
add  to  this  that  portion  of  canal  receipts  which  was  applied  to  the  extinguishment  of 
the  canal  debt — a  sum  which,  it  will  be  remembered,  is  quite  three-fourths  of  the  total 
receipts  from  tolls,  and  which,  after  paying  the  full  cost  of  repairs  and  management,  is 
$73,184,640,  and  of  which  sum  it  is  estimated  that  $56,000,000  was  paid  in  the  ten  years 
referred  to — and  it  then  follows  that,  in  addition  to  the  reduction  of  railroad  freights, 
a  benefit,  probably  the  greatest  rendered,  and  in  addition  to  the  appreciation  of  real 
estate  on  the  line  of  the  canals,  at  New  York  City,  and  at  the  West,  the  canals  have  in 
the  ten  years  referred  to  saved  to  the  public  $178,637,045.97,  or  $17,850,000  annually. 

It  was  estimated  by  Senator  (then  Governor)  Fenton  and  the  Stare  engineer  of  New 
York  that,  by  adapting  the  Erie  or  New  York  canals  to  the  use  of  steam,  the  cost  of 
transportation  will  be  reduced  at  least  fifty  per  centum. 

The  improvement  of  the  Wisconsin  and  Fox  Rivers  partakes  more  of  the  nature  of  a 
river  improvement  than  a  canal,  having  in  all  only  six  miles  of  canal.  The  motive 
power  upon  the  Erie  Canal  is  horse-power,  and  upon  the  river  steam;  and  the  rate  of 
movement  upon  the  river  is  at  least  four  times  as  great  as  upon  the  canal.  It  is  safe 
to  say  that  the  cost  of  transportation  and  receipts  per  ton  per  mile  will  be  less  than 
one-fourth  of  the  same  by  rail ;  and  will  be  still  less,  and  not  exceed  three  mills  per  ton 
per  mile,  if  the  government  shall  collect  tolls  only  sufficient  to  pay  the  cost  of  repairs 
and  management. 

BUSINESS   ALREADY   DEVELOPED. 

Is  the  business  of  the  country  sufficiently  developed  to  demand  this  outlet  ? 

The  statistics  upon  this  subject,  most  carefully  compiled,  were  in  different  reports 
submitted  to  the  canal  conventions  which  met  at  Chicago  June  2,  1863,  Dubuque  Feb- 
ruary 14,  1866,  and  at  Saint  Louis  February  12,  1867,  and  are  embraced  in  numerous 
memorials,  papers,  and  reports  which  have  been  presented  to,  and  are  now  before, 
Congress,  to  which  reference  is  made. 

The  commerce  of  thirteen  States  and  four  Territories,  in  greater  or  less  degree,  stands 
in  present  need  of  this  water  channel  at  its  eastern  outlet. 

It  is  impracticable  to  present  in  this  paper  a  statement  of  the  nature  and  extent  of 
the  productions  of  the  thirteen  States  and  Territories,  or  even  of  the  entire  productions 
of  a  single  State. 

The  States  of  Illinois,  Missouri,  Iowa,  Wisconsin,  and  Minnesota,  known  as  the  five 
most  productive  of  the  famous  eight  food-producing  States,  are  more  deeply  and  imme- 
diately in  need  of  this  outlet. 

The  following  statement  of  the  increase  and  extent  of  the  grain-crop  of  these  States 
will  furnish  a  fair  sample  of  the  increase  and  extent  of  the  entire  productions  of  each 
and  all  of  the  States  and  Territories  referred  to  : 


APPENDIX. 


129 


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APPENDIX. 


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APPENDIX. 


131 


It  appears  that  the  quantity  actually  shipped  from  the  ports  upon  Lake  Michigan 
was  as  follows: 


Year. 


Wheat   ami 
flour. 


Grain,  includ- 
ing wheat 
ami  flour. 


Bushels. 

In  1862 43,505,848 

In  1863 36,597,715 

In  1864 30,253,699 

In  1865 31.082,357 

In  1866 38,269,216 


Bushels. 
77,  767,  599 
74,464,808 
61.  909,  073 
69,  342.  752 
87,  421,  681 


The  shipments  have  been  largely  increased  since  1866. 

While  it  is  true  that  a  quantity  of  grain  is  raised  upon  the  immediate  shore  of  Lake 
Michigan,  and  does  not  require  transportation  across  the  State,  it  is  equally  true  that 
a  quantity  of  the  grain-crop  of  the  five  States  referred  to  is  shipped  to  the  West  and 
South,  and  another  quantity  to  the  East,  by  channels  other  than  the  ports  of  Lake 
Michigan.  With  water-channels  opened  and  freights  reduced,  thereby  stimulating 
shipments,  it  is  thought  the  yearly  crop  is  now,  and  possibly  as  far  back  as  1866  was. 
sufficiently  large  to  make  the  shipments  eastward  from  points  west  of  Lake  Michigan 
not  less  than  50,000,000  bushels  of  wheat,  and  of  grain,  including  wheat,  not  less  Than 
100,000,000  bushels. 

This  quantity  in  weight,  estimating  for  the  different  kinds  of  grains,  is  about 
2,500,000  tons.  The  average  distance  from  the  Mississippi  Eiver  to  Lake  Michigan  by 
rail  is  at  least  170  miles,  and  by  the  Wisconsin  and  Fox  Rivers,  271  miles.  To  the  dis- 
tance by  rail  must  be  added  the  average  distance  to  the  head  of  Lake  Michigan,  oppo- 
site Green  Bay,  estimated  at  150  miles.  The  charges  for  transportation  over  170  miles; 
of  railway,  at  thirty  mills  per  ton  per  mile,  and  over  150  miles  of  lake,  at  three  mills 
per  ton  per  mile,  amount  to  $5.55  per  ton,  and  with  the  cost  of  transshipment  at  the 
Mississippi  added,  to  .$6.21  per  ton  ;  while  the  charges  over  271  miles  of  river,  at  seven 
mills  per  ton  per  mile,  amount  to  $1.90  per  ton.  The  saving  of  $4.31  per  ton  upon  the 
whole  quantity  for  shipment  would  amount  to  $10,775,000,  a  sum  more  than  twice  the 
estimated  cost  of  the  proposed  work,  to  be  saved  upon  the  movement  eastward  of  a 
single  grain-crop. 

It  may  be  said  that  railway  charges  will  be  less  than  30  mills  per  ton  per  mile,  and 
may  ultimately  be  as  low  as  20  or  even  15  mills  per  ton  per  mile;  but  it  will  be  ob- 
served that  the  charges  by  water  are  put  as  high  as  seven  mills,  when  it  is  expected 
that  ultimately  they  will  be  as  low  as  three  mills  per  ton  per  mile.  The  reduction 
from  railway  charges  can  never  be  proportionately  greater  than  the  reduction  from 
water-route  charges  as  given  above. 

It  may  be  said  that  this  great  product  would  not  go  all  by  water.  Be  that  as  it 
may,  whether  moved  by  rail  ot  water,  it  must  go  at  approximate  water-rates.  The 
saving  to  the  public  is  equally  certain,  whether  effected  by  light  tolls  or  light  rail- 
rates, 

It  is,  however,  by  no  means  certain  that  water-routes  cannot  snccessfnlly  compete 
with  railways.  It  appears  (Table  No.  6)  that  from  the  ports  of  Lake  Michigan  the 
shipments  were  nearly  all  to  the  East,  and  were  made  by  water,  excepting  that  in 
1864  8  per  cent.,  and  in  1865  11  per  cent.,  and  in  1866  18$ per  cent,  were  made  by  rail. 

The  following  statement  is  designed  to  show  what  proportion  of  the  shipments  by 
rail  to  the  East  were  carried  in  the  rive  winter  months. 


132 


APPENDIX. 


Table  No.  7. — Statement  designed  to  shoiv  the  proportion  of  shipments  East  by  rail  in  th* 

Jive  winter  months. 

[Compiled  from  the  Board  of  Trade  reports  of  Chicago  for  the  years  1865,  1866,  and  1867.    Shipments 
by  railroad  from  Milwaukee  nut  given,  because  included  in  the  Chicago  shipments.] 


Railroads  and  years. 


g  so  =.  =  ■§ 
|*S1^  si 


3  o-g^S 

""  -  =  S 

tf2  =  I  = 

-  i L-  a  = 

"'Sjg  ®  ^> 

111*11 


B.3g 


o.S  ft 


(1864 

Pittsburgh.  Fort  "Wayne  aud  Chicago  ....)    I  186° ' 

Michigan  .Southern  and  Northern  Indiana  {  ,0Ci   >c- 

Michigan  Central ]  .ggg 

Chicago  and  Great  Eastern J  ' 

[  1864-5'-'6 


Bushels.  Bushels. 

2,  002,  949  I        2,  830,  040 

3,  534, 170  3,  303,  020  , . 


58A- 


5,  537, 110 
9,  591,  082 


6, 133,  060 
5,  314,  498 


15, 128, 192  !       11,  447,  558 


43 


From  this  it  appears  that  of  the  shipments  East  by  rail  there  were  carried,  in  the 
five  winter  months  of  the  year  1864,  58i  per  centum  ;  of  the  years  1864  and  1865,  524- 
per  ceutmn  ;  and  of  the  years  1864,  1865,  and  1866,  43  per  centum.  Deducting  from 
the  shipments  carried  in  the  summer  months  the  quantity  discharged  at  points  not 
reached  hy  water,  and  it  follows  that  during  the  seven  months  of  navigation  while 
the  water-channel  was  open  and  in  competition  with  the  four  great  lines  of  railway 
leading  from  Chicago  to  the  East,  there  were  shipped  by  rail  not  7>utch  over  5 per  centum 
of  the  gross  shipments  East. 

The  opening  of  a  water-route  will  stimulate  the  export  of  corn.  It  appears  that 
from  a  product  of  '273.000,000  hushels  in  1865,  only  25,000,000  bushels  (according  to 
Table  No.  6)  were  shipped  eastward  from  all  the  ports  on  Lake  Michigan — less  than 
one  bushel  in  ten.  These  tables  show,  says  the  Commissioner  of  Agriculture,  in  his 
report  for  1865,  p.  62,  "how  excessive  charges  for  transportation  are  eating  out  the 
substance  of  the  West,  reducing  home  prices  and-farmers'  profits,  and  consigning  corn 
to  the  grate  or  furnace.  It  should  teach  the  West  to  diversify  its  industry,  and  divert 
labor  from  wheat-growing  to  industries  which  make  light  products." 

Having  spoken  so  freely  of  the  grain  crop,  it  is  impracticable  to  do  more  than  refer 
to  the  other  varied  and  great  productions  of  the  territory  tributary  to  this  route!  seek- 
ing an  eastern  outlet  by  water.  It  is  thought  that  upon  the  Wisconsin  and  Fox  Rivera 
improvement  the  western  freights  will  approximate  in  amount  to  the  eastern  freights. 
The  opening  of  this  route  will  furnish  a  western  market  for  the  great  lumber  districts 
of  Michigan  aud  Eastern  Wisconsin,  for  the  coal  and  salt  districts  of  the  East,  for 
Lake  Superior  iron,  and  for  general  merchaudise. 

The  following  is  a  statement  of  the  lumber  trade  of  the  two  ports  of  Milwaukee  and 
Chicago  for  1866 : 


APPENDIX. 


133 


Table  Xo.  8. — Statement  of  receipts  and  shipments  of  lumber  and  coal  at  the  two  ports  of 

Milwaukee  and  Chicago. 


I860. 

1866. 

Locality. 

Lumber. 

Lumber.                                         j  Coal. 

Total 
receipts. 

Total 
receipts. 

Receipts  by 
lake.     " 

Receipts  by 
railroad,  ca- 
nal, &.C. 

Shipped  by 
railroad  and 
canal. 

Total 

rec'ts. 

Feet. 
30, 124,  000 
225,  372,  340 

Feet. 
*58,  808,  000 
730,  057, 168 

Feet.                 Feet. 
56,  846,  000  !        1,  962,  090 
687,  851,  000  |      42,  206, 168 

Feet. 
21,  906, 156 
422,  087,  266 

Tons. 
66,  617 
496, 193 

Chicago 

Total 

255,  496,  340 

788,  865, 168 

744,697,000         -14  lf.ft  168 

443,993  422     SfiifilO 

Estimated  product  of  lumber  in  Wisconsin  for  1866 1 800,  000,  000  feet. 

Estimated  product  of  lumber  in  Michigan  for  1866 1 1, 125,  000,  000  feet. 

Total 1,  925,  600,  000  feet. 

*Not  estimating  lath,  shingles,  posts,  ties,  bolta.  cord-wood.  <!fcc. 

t  Estimate  secretary  Wisconsin  State  Agricultural  Society's  report,  gathered  from  reports  of  boards 
of  trade. 
|  Estimate  of  Commissioner  General  Land  Office,  report  of  1867. 

To  move  by  rail  the  quantity  actually  received  (788,865,168  feet)  allowing  for  each 
car  7,000  feet,  and  for  each  train  fifteen  cars,  will  require  7,513  trains  of  cars,  or  one 
for  every  hour,  day  and  night,  in  the  year,  Sundays  excepted ;  and  to  move  the  quan- 
tity actually  shipped  (443,993,422  feet,)  will  require  4,228  trains,  or  about  fourteen 
trains  for  every  day  in  the  year,  Sundays  excepted. 

At  Chicago  alone  there  was  received  in  1871  over  1,000,000,000  feet  of  lumber. 

Should  the  Western  freights  amount  to  not  more  than  one-half  of  eastern  grain- 
freights,  they  would  swell  the  aggregate  of  the  saving  to  $16,162,500  per  annum. 

BUSINESS  WHICH   WILL  BE   DEVELOPED. 

However  great  in  quantity  and  value  the  productions  of  the  five  States  referred  to 
now  are,  under  the  stimulus  of  cheap  transportation  they  will  grow  into  quantities 
and  values  vast  and  immeasurable.  However  great  maybe  the  development  indicated 
by  the  miles  of  completed  railway  therein,  it  has  not  reached  nor  approached  its  limit. 

The  following  statement  is  designed  to  sbow  the  number  of  miles  of  railway  com- 
pleted in  these  States,  and  the  number  of  acres  of  improved  lands,  as  compared  with 
the  total  area : 


134 


APPENDIX. 


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APPENDIX.  135 

It  appears  from  tliis  statement  that  iu  1350,  in  the  States  referred  to,  there  were  130 
miles  of  completed  continuous  railway,  while  in  1871,  only  twenty-one  years  later, 
there  were  12,308  miles,  and  more  in  process  of  construction.  The  total  number  of 
miles  of  completed  and  continuous  railway  in  the  United  States  was  8,590  in  1850,  and 
53,399  in  1871.  These  five  newly-created  States  contained  in  that  year  about  as  many 
miles  as  the  six  older  "Middle  States,"  nearly  three  times  as  many  as  the  six  "New 
England  States,"  much  more  than  one-fifth  as  many  as  the  United  States,  and  more 
than  one-fifth  as  many  as  all  the  rest  of  the  world.  They  contained  in  1371  nearly  50 
per  cent,  more  miles  than  all  of  the  United  States  in  1850,  and  the  increase  since  1871 
has  been  as  great  as  for  any  corresponding  period  prior  thereto. 

It  also  appears  that  the  total  area  of  these  States  embraces  more  than  two  hundred 
millions  of  acres  of  land,  a  surface  as  great  as  that  of  forty  States  as  large  as  Massa- 
chusetts; and  that  the  quantity  actually  improved  but  little  exceeds  forty-six  million 
acres — one  acre  in  five. 

The  valley  of  the  Mississippi,  which,  by  the  opening  of  water-routes,  will  become 
connected  with  the  valley  of  the  Saint  Lawrence,  and  tributary  to  the  commerce  of  the 
lakes,  contains  763,000,000  acres  "of  the  finest  lands  on  the  face  of  the  globe — enough  to 
make  more  than  one  hundred  and  fifty  States  as  large  as  Massachusetts.  More  territory 
than  the  areas  of  Great  Britain,  France,  Spain,  Austria,  Prussia,  European  Turkey,  and 
the  Italian  Peninsula  combined.  If  peopled  as  Massachusetts  is,  it  would  contain  five 
times  the  present  population  of  the  United  States;  and  as  France  is,  it  would  hold  as 
many  people  as  the  whole  area  of  Europe  contains;  and  as  Belgium  and  the  Netherlands 
are,  without  the  same  danger  of  famine,  it  would  contain  four  hundred  millions  of  souls, 
largely  more  than  one-third  of  the  entire  population  of  the  world." 

With  the  valleys  of  the  Mississippi  and  the  Saint  Lawrence  so  connected  there  would 
be  an  uninterrupted  lake,  river,  and  canal  navigation  from  New  York  to  Fort  Benton, 
at  the  falls  of  the  Missouri,  a  distance,  east  and  west,  of  nearly  five  thousand  niiles. 
Barges  loaded  at  Green  Bay  might  be  discharged  of  their  cargoes  in  Montana.  The 
distance  on  the  Mississippi  navigable  by  steamboats  from  Saint  Louis  north  to  the  Falls 
of  Saint  Anthony,  and  thence  on  the  Dakota,  is  about  1,300  miles,  and  south  from  Saint  ■ 
Louis  to  New  Orleans  1,200  miles.  Steamers  go  loaded  with  freight  to  be  delivered  at 
the  heads  of  navigation  upon  the  rivers  which  run  through  Illinois,  Ohio,  Arkansas, 
Louisiana,  Tennessee,  Mississippi,  and  Alabama,  and  to  Pittsburgh,  in  Pennsylvania. 
Steamers  of  a  large  class  go  from  Saint  Louis  to  Fort  Benton,  a  distance  of  3,100  miles. 
It  is  stated  that  in  the  spring  of  1868  sixty  boats  were  advertised  to  leave  for  the 
Eockv  Mountain  region,  and  that  the  gold-dust  which  came  bv  steamers  in  1866  was 
estimated  at  $16,000,000. 

About  the  year  1820,  soon  after  the  Erie  Canal  was  projected,  Gouverneur  Morris, 
who,  with  James  Hawley,  shares  the  honor  of  its  conception,  writing  to  a  friend  in 
Europe,  said: 

"Hundreds  of  large  ships  will,  in  no  distant  period,  bound  on  the  billows  of  these 
inland  seas.  Shall  I  lead  your  astonishment  up  to  the  verge  of  incredulity  I  Know, 
then,  that  one-third  part  of  the  expense  borne  by  Britain  in  the  late  campaign  would 
enable  ships  to  sail  from  London  through  the  Hudson  River  into  Lake  Erie." 

Nearly  two  thousand  ships  now  "bound  on  the  billows  of  these  inland  seas,"  and 
upon  the  Mississippi  and  its  tributaries  quite  two  thousand  more.  And  no  man  can 
now  fix  the  limit  at  which  the  extension  of  the  water-route  then  conceived,  and  the  de- 
velopment of  the  country  then  inaugurated,  shall  stop.  A  water  communication  ex- 
tending from  New  York  over  one-half  of  the  length — and  possibly  the  entire  length — 
of  the  Pacific  Railroad,  will  furnish  the  only  reliable  cheek  against  extortionate  charges 
for  transportation. 

THE   WORK   IS   NATIONAL   IN   CHARACTER. 

The  work  is  national  in  character,  and  is  not  one  for  the  State  of  Wisconsin.  It  can- 
not be  undertaken  without  a  change  in  the  organic  law  of  the  State.  If  completed,  it 
would  benefit  other  States  equally  or  more  than  the  State  of  Wisconsin.  By  the  ordi- 
nance of  1737,  the  navigable  waters  leading  into  the  Mississippi  and  the  Saint  Law- 
rence, and  the  carrying  places  between  the  same,  were  declared  to  be  public  highways, 
forever  free  to  the  inhabitants  of  every  State.  The  control  over  them  was  retained  by 
the  general  government,  and  was  substantially  excluded  from  the  States  to  be  there- 
after formed  out  of  the  territory  northwest  of  the  Ohio.  A  similar  provision  was  em- 
bodied in  the  law  of  Congress  organizing  the  Territory  of  Wisconsin,  and  in  the  law  of 
Congress  admitting  the  State  of  Wisconsin  into  the'  Union.  Not  only  by  virtue  of 
special  legislation,  but  from  the  character  itself  of  the  Fox  and  Wisconsin  Rivers,  they 
fall  within  the  class  of  waters  over  which  the  general  government  has  retained  con- 
trol, and  to  improve  which  it  has  long  been  its  policy  to  make  appropriations. 

A  work  which  atfects  the  interests  of  every  locality,  which  reaches  out  and  touches 
many  States,  and  binds  together  all  by  the  ligaments  of  commerce,  and  develops  ave- 


136  APPENDIX. 

nues  of  intercourse  into  bonds  of  unity,  can  be  no  less  national  in  character  than  tbat 
which  guards  against  outward  foes. 

Its  importance  is  declared  in  the  resolutions  of  nearly  all  of  the  commercial,  freight, 
and  river-improvement  conventions  which  have  been  held  in  the  Northwest,  including 
the  conventions  held  at  Chicago  in  1863,  at  Dubuque  in  1866,  at  Saint  Louis  in  1867,  and 
at  Keokuk  and  Louisville  in  1869,  and  in  nearly  all  of  the  political  conventions  of  all 
parties  and  classes  which  for  many  years,  and  especially  of  late  years,  have  been  there 
held.  It  has  been  called  to  the  attention  of  the  legislatures  of  several  of  the  States  in 
the  messages  of  their  respective  governors  nearly  every  year  for  the  several  years  last 
past,  and  in  1870  in  the  messages  of  the  governors  of  Missouri,  New  York,  Wisconsin, 
Iowa,  and  Minnesota.  It  is  urged  upon  Congress  in  repeated  memorials  from  the  leg- 
islatures of  Iowa,  Illinois,  Minnesota,  and  Wisconsin,  wherein  it  is  suggested  "that 
this  work  should  be  undertaken  at  this  time  because  the  public  debt  is  great.  Its 
accomplishment  will  increase  the  wealth  of  the  country,  out  of  which  the  debt  is  to 
be  paid,  and  will  enlarge  the  incomes  of  consumer  and  producer,  by  whom  it  is  to  be 
paid.     At  any  cost  its  early  accomplishment  is  dictated  by  true  economy." 

The  prayer  is  submitted  that  soon  it  may  be  said  of  this  work,  as  it  was  said  of  the 
Erie  Canal:  "The  great  work  has  advanced  to  completion,  giving  to  the  world  a 
practical  example  of  the  proverb  'there  is  that  scattereth  and  yet  increaseth.'" 
I  am,  sir,  vour  obedient  servant, 

B.  J.  STEVENS. 

Hon.  William  Wisdom, 

Chairman  of  the  Committee  of  the  United  States  Senate 

on  Transportation-Routes  to  the  Seaboard. 


LETTER  OF  HON.  JOHN  YOUNG.  OF  MONTREAL.  IN  REPLY  TO  THE  REPORT  OF  HON. 
WILLIAM  J.  McALPINE  TO  THE  OSWEGO  BOARD  OF  TRADE. 

Montreal,  Xovember  13,  1873. 

Sir:  Having,  at  your  request,  sent  you  several  statemeuts  embracing  my  views  as 
to  the  route  of  the  Saint  Lawrence  via  Lake  Champlain  being  the  cheapest  and  quick- 
est from  the  Western  States  to  the  Eastern  States  and  New  York,  when  the  Caughna- 
waga  Canal  is  constructed,  I  feel  myself  compelled  again  to  address  you  in  defense  of 
my  opinions,  in  consequence  of  a  pamphlet  which  has  been  published  by  the  Oswego 
Board  of  Trade,  containing  a  report  of  the  route,  by  William  J.  McAlpine,  civil  engineer 
to  that  board,  on  the  subject  of  "Transportation  Routes  from  the  West  to  the  Sea- 
board." 

Mr.  McWhorter,  the  secretary  of  the  Oswego  Board  of  Trade,  says,  on  1st  September 
last,  that  "it  is  with  much  gratification  I  am  enabled  to  state  that,  as  will  appear  by 
reference  to  the  report,  Mr.  McAlpine  decides  in  favor  of  the  Oswego  route,  and  shows 
most  conclusively  that  a  ton  of  freight  or  bushel  of  grain  can  be  transported  from 
Chicago  via  the  enlarged  Welland  Canal,  or  the  projected  Niagara  Ship-Canal,  Lake 
Ontario,  the  Oswego  route  via  Oneida  Lake,  the  improved  Erie  Canal,  from  the  Oneida 
Lake  Junction  to  Troy  or  Albany,  and  the  Hudson  River  to  New  York,  much  more 
cheaply  and  quickly  than  by  the  Erie  Canal  route  via  Buffalo,  or  the  Saint  Lawrence  and 
Lake  Champlain  routes  were  either  of  these  routes  improved  to  their  best  capacity." 

The  committee  of  the  Oswego  Board  of  Trade  in  addressing  you  state  further: 

"1st.  That  the  Oneida  Lake  route  is  the  oldest  route. 

"2d.  The  Oneida  Lake  route  is  the  shortest  between  the  lakes  and  the  Hudson. 

"3d.  The  Oneida  Lake  route,  properly  improved,  is  the  cheapest. 

"4th.  The  Oneida  Lake  route  is  the  best,  for  other  considerations,  as  compared  with 
the  Saint  Lawrence  and  Champlain  route. 

"1.  It  has  the  advantage  of  being  entirely  within  our  own  territory,  except  the 
Welland  Canal.  The  use  of  that  canal  is  secured  to  us  by  the  treaty  of  Washington, 
which  also  secures  to  the  people  of  Canada  very  important  privileges,  including,  among 
others,  the  navigation  of  Lake  Michigan  and  the  use  of  the  Saint  Clair  Flats  Canal, 
and  should  the  treaty  be  infringed  or  applied  in  a  hostile  manner  by  the  Canadian 
authorities,  we  can  withhold  privileges  equally  important  to  them.  But  the  true 
remedy,  and  one  which  should  long  since  have  been  applied,  we  have  in  our  own 
hands,  in  the  construction  of  the  Xiagara  Ship-Canal. 

"The  treaty  of  Washington  also  protects  us  in  the  use  of  the  canals  and  rapids  of 
the  Saint  Lawrence,  forming  part  of  the  Champlain  route.  But  this  protection  does 
not  extend  to  the  proposed  Caughnawaga  Canal;  and  unfriendly  legislation  or  action 
as  to  this  canal,  intended  to  advance  the  interests  of  Montreal  at  the  expense  of  Amer- 
ican ports,  could  not  be  claimed  as  an  infringement  of  the  letter  or  spirit  of  the  treaty. 

"Besides,  if  our  government  adopt  the  Champlain  route,  what  probability  is  there 
of  the  construction  of  the  Caughnawaga  Canal?  Oar  own  government  will  not  ex- 
pend its  money  on  a  foreign  soil. 

"2.  Our  route  has  the  advantage  of  two  weeks  earlier  navigation  in  the  spring  and 


APPENDIX.  137 

two  weeks  later  in  the  fall,  and  that  at  the  time  when  the  pressure  of  freights  for 
movement  is  the  greatest. 

"  3.  It  escapes  the  fogs  of  the  Saint  Lawrence,  which  any  one  acquainted  with  the 
navigation  of  that  river  knows  to  be  a  serious  inconvenience,  especially  in  autumn." 

Such  are  the  opinions  expressed  by  the  Oswego  Board  of  Trade,  said  to  be  based  on 
the  report  of  their  engineer,  the  Hon.  Wm,  J.  McAlpine. 

Before  I  enter  upon  the  consideration  of  Mr.  McAlpine's  facts  and  figures  by  which 
he  has  arrived  at  the  conclusion  that  the  Oneida  Lake  route  via  Oswego,  through  the 
Welland  Canal,  to  New  York  is  the  "  cheapest  and  quickest "  for  the  transport  of  West- 
ern States'  produce,  I  must  place  before  you  a  contradiction  of  this  opinion  by  Mr. 
McAlpine  himself. 

In  November,  1857,  the  harbor  commissioners  of  Montreal  having  come  to  the  con- 
clusion that  very  extensive  enlargement  of  the  harbor  was  necessary,  they  formed  a 
commission  of  American  engineers,  consisting  of  Mr.  McAlpine,  James  P.  Kirkwood, 
of  Brooklyn,  N.  Y.,  and  the  late  Capt.  John  Chalde,  of  Springfield,  Mass. 

That  you  may  fully  understand  the  very  important  subject  thus  committed  to  Mr. 
McAlpine  and  his  colleagues  by  the  commissioners,  it  is  necessary  I  should  give  a  few 
extracts  of  their  instructions: 

"The  commissioners  desire  to  direct  your  attention  to  the  fact  that,  although  the 
magnificent  canals  on  the  Saint  Lawrence  are  in  perfect  order,  and  have  been  in  oper- 
ation since  1849,  with  a  system  of  railways  also  in  operation  .for  the  two  past  years, 
running  from  Quebec  and  connecting  with  all  points  south  and  west,  yet  up  to  the 
close  of  1856  the  Saint  Lawrence  route  has  only  succeeded  in  attracting  15  per  cent,  of 
the  western  Canadian  and  western  United  States  trade,  85  per  cent,  of  that  trade 
passing  through  the  Erie  Canal  and  over  the  railways  of  the  State  of  New  York. 
Should  you,  on  examination,  find  that,  with  the  improvements  now  going  forward  on 
the  Erie  Canal,  the  routes  from  the  West  via  Buffalo  and  Oswego  are  likely  to  continue 
to  be  the  best  and  cheapest  to  the  Eastern  States,  New  York,  and  Europe,  then  this 
opinion  must  guide  you  as  to  the  extent  of  Montreal  Harbor  improvements. 

"  The  harbor  commissioners  have  been  of  opinion  that  the  Saint  Lawrence  route,  as 
a  means  of  transport  between  Europe,  the  Eastern  States,  New  York,  and  the  Western 
States  and  Western  Canada,  has  not  yet  been  fully  developed;  that  if  the  Welland 
Canal  was  enlarged  so  as  to  admit  the  passage  of  vessels  of  850  tons,  and  a  canal  con- 
structed to  connect  the  Saint  Lawrence  with  Lake  Champlain  of  the  same  size,  and 
suitable  facilities  created  in  this  port  whereby  the  cost  of  handling  property  should 
be  reduced  to  the  lowest  possible  rate,  a  vast  increase  of  trade  would  thus  be  attracted 
to  the  Saint  Lawrence  route,  to  the  great  advantage  not  only  of  this  port,  but  to  the 
general  public  interests;  and  to  these  points  your  attention  is  specially  directed." 

On  the  24th  March,  1858,  Mr.  McAlpiue,  with  his  associates,  sent  me,  as  chairman  of 
the  harbor  commissioners  of  Montreal,  their  report,  in  which  the  following  references 
are  made  to  the  route  via  the  Saint  Lawrence  into  Lake  Champlain,  and  to  the  Erie 
and  Oswego  Canal  routes : 

"The  determination  of  the  question  of  the  best  route  for  the  water-borne  trade  is, 
therefore,  reduced  to  a  comparison  between  the  routes  through  the  State  of  New  York 
and  that  along  the  Saint  Lawrence.  For  the  present  purpose  each  of  these  routes  will 
be  examined  as  if  they  already  had  been  improved  and  completed  upon  the  most  ad- 
vantageous plans  which  the  anticipated  extent  of  the  trade  through  them  would 
warrant. 

"  With  this  view,  the  cost  of  transport  on  the  Erie  and  Oswego  Canals  will  be  taken 
as  if  they  were  enlarged  throughout.  The  Caughnawaga  Canal,  from  the  Saint  Law- 
rence to  Lake  Champlain,  will  be  considered  as  completed  on  the  same  scale  as  the 
Saint  Lawrence  Canal,  and  the  Champlain  Canal  will  be  regarded  as  also  enlarged  to 
the  same  dimensions. 

"  The  locks  on  the  Welland  Canal  will  be  considered  as  enlarged  to  the  same  capacity 
as  those  on  the  Saint  Lawrence  Canal.  In  comparing  the  routes  through  the  State  of 
New  York  with  each  other  and  the  Saint  Lawrence,  it  is  necessary  to  observe  that  by  the 
way  of  Buffalo  and  Oswego  a  transshipment  must  be  made  from  the  Jake-vessels  to  the  canal- 
boats,  and  that  the  extra  cost  of  canal  transport  and  heavy  tolls  must  be  added  to  those  routes 
while  by  the  way  of  Lake  Champlain  to  New  York,  and  by  the  Saint  Lawrence  to  Montreal, 
no  transshipment  is  required,  and  the  extra  cost  of  the  movement  on  the  canal  and  of  tolls  is 
very  much  reduced.  Mil  If- HA 

"  The  Welland  Canal  locks  enlarged  to  the  same  size  as  those  on  the  Saint  Lawrence 
Canal  (with  some  additional  length),  and  those  on  the  Saint  Lawrence  Canal  also 
lengthened,  will  allow  vessels  of  850  tons  burden  to  pass  through,  while  the  advan- 
tage of  the  use  of  such  large  vessels  making  such  long  voyages  will  so  reduce  the  cost 
of  transport  as  to  divert  a  large  portion  through  the  Welland  Canal,  and  to  New  York 
and  Montreal. 

"From  the  computations  we  have  made  it  will  be  seen  that  the  cost  of  transport  to 
New  York  by  the  way  of  the  proposed  Caughnawaga  and  enlarged  Champlain  Canals, 
in  ordinary  vessels,  is  less  than  byway  of  Oswego. 


138 


APPENDIX. 


'•The  Champlain  route  thus  improved  will  have  the  further  advantage  of  the  more 
economic  use  of  vessels  of  the  largest  class  proceeding  from  any  port  on  the  lakes,  with- 
out breaking  bulk,  direct  to  New  York,  and  also  the  diminished  length  of  canal  navi- 
gation by  that  route.  The  construction  of  the  Caughnawaga  Canal  will  enable  such 
vessels  to  land  and  receive  cargo  at  Burlington  and  Whitehall,  from  whence  western 
freights  can  be  carried  to  and  from  Boston  by  railways  cheaper  than  by  any  other  route 
to  that  city. 

''This  Caughnawaga  Canal  into  Lake  Champlain  would  thus  open  a  large  portion  of 
New  England  to  this  route,  and  add  largely  to  the  revenues  of  the  Wellaud  and  Saint 
Lawrence  Canals,  and  give  value  t-o  the  railways  of  Western  New  England,  which 
terminate  at  Lake  Champlain.  The  Caughnawaga  Canal  built,  the  State  of  New  York 
would  not  long  hesitate  in  the  enlargement  of  the  Champlain  Canal,  so  as  to  allow  the 
vessel  of  850  tons  to  sail  from  the  interior  lakes  to  New  York  direct  without  breaking 
bulk. 

"The  following  table  of  the  cost  of  transport  by  the  several  routes  is  made  up  from 
Chicago,  as  a  starting  point  common  to  all,  from  which  vessels  of  850  tons  will  perform 
the  duty  as  far  eastward  as  they  can  be  navigated  on  each  route.  The  routes  through 
the  Erie  Canal,  both  by  the  way  of  Buffalo  and  of  Oswego,  will  require  the  voyage  of 
the  large  vessels  to  terminate  at  these  ports,  and  the  cargo  to  be  transferred  into  canal 
boats  of  250  tons  : 


First.  From  Chicago  to  New  York,  by  the  way  of  the  lake  to  Buffalo,  the  Erie  Canal , 
and  the  Hudson  River  to  New  York. 


By  sailing- 
vessels. 


By  steam - 

vessels. 


From  Chicago  to  Buffalo,  914  miles  lake  navigation,  at  2  and  3J  mills  per  ton 

per  mile 

From  Buffalo  to  "West  Troy,  353  miles  canal  navigation,  at  8  mills 

From  West  Troy  to  New  York,  151  miles  river  navigation,  at  3  and  5  mills , 

Transferring  cargo  at  Buffalo 

1, 418  miles,  per  ton 


$1  83 

$3  in 

2  82 

2  82 

45 

76 

20 

20 

5  30 


0  98 


Second.  From  Chicago  to  New  York,  by  the  way  of  the  lakes  and  Welland  Canal  to 
Oswego,  and  thence  by  the  Oswego  and  Erie  Canals  and  the  Hudson  River  to  New 
York. 


By  sailing- 
vessels. 


By  steam- 
vessels. 


From  Chicago  to  Oswego.  1.  057  miles  lake  navigation,  at  2  and  3.J  mills 

Additional  expenses  on  "Wellaud  Canal,  28  miles,  at  3  mills 

Oswego  to  Troy,  202  miles  canal  navigation,  at  8  mills 

"West  Troy  to  New  York,  151  miles  river  navigation,  at  3  and  5  mills 

Transferring  cargo  at  Oswego 

1.410  miles 


$2  11 

$3  70 

08 

OS 

1  02 

1  62 

45 

76 

20 

20 

6  36 


Third.  From  Chicago  to  New  York,  by  the  way  of  the  lakes,  Wellaud  Canal,  Saint 
Lawrence,  Caughnawaga,  and  Champlain  Canals,  and  Hudson  River  to  New  York. 


By  sailing-  By  steam- 
vessels,       vess     - 


From  Chicago  to  New  York,  1.  632  miles,  at  2  and  3§  mills  per  ton $3  26 

Additional  expenses  on  the  Saint  Lawrence,  Welland.  Caughnawaga,  and  Cham-  j 

plain  Canals,  167  miles,  at  3  mills 50 

1,632  miles 3  76 


50 


APPENDIX. 


139 


These  are  the  figures  of  the  cost  of  transport  ou  the  routes  referred  to,  given  by  Mr . 
McAlpine  to  the  harbor  commissioners  .of  Montreal,  in  March,  1859,  and  indorsed,  by 
Messrs.  Kirkwood  &  Childe.     The  summary  is  as  follows  : 


Miles.    I  Vessels.    Steam. 


From  Chicago  to  Xew  York  via  Buffalo i        1,  418  $5  30 

via  Osweji'0 1,410  1  4  46 

via  Lake  Charnplam 1,632  3  76 


6  3C 
6  21 


Showing  that,  in  the  opinion  of  these  engineers,  the  Lake  Champlain  route  was  su- 
perior to  every  other  in  cheapness,  both  as  regards  sailing  and  steam  vessels.  There 
was  no  estimate  then  made  of  the  time  required  on  each  route,  and  the  result  of  the 
computation  was  based  on  the  vessels  being  850  tons  measurement  by  the  Chainplain 
and  Saint  Lawrence  route,  and  250  tons  from  Oswego.  Messrs.  McAlpine,  Kirkwood. 
and  Childe  concluded  their  report  by  stating  that  "the  construction  of  the  proposed 
Caughnawaga  Canal,  from  the  Saint  Lawrence,  opposite  Lachine,  to  Lake  Champlain. 
will  allow  the  large  lake-vessels  to  continue  their  voyage  to  Whitehall  (two  hundred 
and  ten  miles  from  New  York),  at  20  cents  per  ton  less  cost,'  even  if  the  Champlain 
Canal  should  not  be  enlarged  to  allow  the  vessels  to  go  to  New  Ydrk,  and  the  economy 
of  time  and  transport  by  the  Lake  Champlain  route  could  not  fail  to  attract  to  it  a 
large  share  of  the  trade  between  the  Western  States,  NeAv  England,  and  New  York." 

Mr.  McAlpine  in  his  late  report  to  the  Oswego  Board  of  Trade  reverses  the  conclu- 
sion which  he,  in  1858,  with  Messrs.  Kirkwood  and  Childe  arrived  at,  and  now  declares 
that  the  route  via  Oswego,  the  Oneida  Lake,  and  the  Erie  Canal  to  Troy  is  the  cheapest,  quickest, 
and  best,  and  superior  to  the  Champlain  or  any  other  route  from  the  West  to  the  East. 
Differing  with  Mr.  McAlpine  in  this  conclusion,  and  having  expressed  to  you  a  con- 
trary opinion,  it  becomes  necessary  for  me  to  point  out  several  important  errors  in  Mr. 
Me  Alpine's  calculations.  He  leaves  out  in  the  comparison  the  route  from  Buffalo 
through  the  Erie  Canal,  and  confines  the  rivalry  of  routes  to  those  from  Oswego  via 
the  Oneida  Lake  and  Erie  Canal  to  Troy,  with  that  down  the  Saint  Lawrence  and 
through  Lake  Champlain  to  Troy.  In  this,  I  think,  he  is  correct,  but  it  is  all-impor- 
tmt  that  the  facts  should  be  correctly  stated  as  regards  the  natural  capacity  of  both 
routes. 

Mr.  McAlpine  describes  ''the  Caughnawaga  Canal  route"  as  follows: 

Miles. 
Erom  point   on  Lake  Ontario  opposite  Oswego,  to  Saint  Lawrence  River,  at 

Kingston 22 

Saint  Lawrence  Eiver  navigation 134 

Saint  Lawrence  Canal  navigation 35^ 

Caughnawaga  Canal 344 

Richelieu  River 23 

Lake  Champlain Ill 

Champlain  Ship-Canal 25 

Hudson  River  to  Troy  „ 40 

Total 425 

This  statement  is  not  correct.  In  the  downward  trip  from  Kingston  to  Caughna- 
waga, the  canals  on  the  Saint  Lawrence  will  not  be  used,  so  that  the  river  navigation 
will  be  169i  miles  instead  of  134.  There  is  no  Richelieu  River  above  Saint  John's,  and 
from  that  point  to  Whitehall  the  whole  distance  is  equal  to  lake  navigation,  making 
the  lake  134  instead  of  111.  These  changes  will  make  considerable  difference  in  the 
character  of  the  two  routes. 

Lake.      River.        Canal. 

Mr.  McAlpine  makes 133      197  95  =425 

Mr.  Young  makes 156      199^        591=425 

Mr.  McAlpine  says  that  by  the  Oswego-Oneida  route  the  distance  to  Troy  is  19H 
miles,  in  which  there  are  68  locks  and  609  feet  lockage.  By  the  Caughnawaga  route, 
he  says  as  above,  the  distance  is  425  miles,  with  44  locks  and  390  feet  of  lockage.  Here 
is  a  serious  mistake.  Mr.  McAlpine  includes  in  this  statement  22  locks  and  162  feet 
lockage  on  the  Saint  Lawrence  River  Canals,  when  he  is  well  aware  that  on  the  down- 
ward trip  these  canals  are  not  now  navigated  by  steamers,  and  that  the  whole  river 
is  to  be  improved  for  vessels  drawing  12  "feet  water;  soJhat  instead  of  44  locks,  390 


140 


APPENDIX. 


feet  lockage,  there  are  2-2  locks  ami  229  feet  lockage,  against  the  Oswego-Oneida  route 
of  68  locks  and  609  feet  lockage,  or  a  difference  of  360  feet  of  lockage  in  favor  of  the 
Champlain  route. 

Mr.  McAlpine  says  that  engineers  compute  one  lock  to  be  equal  to  one  mile  of  canal, 
and  as  the  difference  in  distance  is  233  miles  in  favor  of  the  Oswego  route,  yet,  there 
being  only  44  locks  instead  of  66  via  Oswego,  the  difference  is  thus  reduced  to  209  miles. 
The  tact,  however,  is,  there  are  22  locks  on  the  Champlain  and  Saint  Lawrence 
route,  hence  the  distance  is  reduced  from  209  miles  to  167. 

.  Mr.  McAlpine's  table  of  the  lockage  of  the  route. 


Locks.     Lockage. 


Saint  Lawrence  River  Canal 

Caughnawaga  Canal 

Champlain  Canal 

Hudson  River  improvement  

Deduct  Saint  Lawrence  Canal 

Against  Oswego  route 

Difference  in  favor  of  Champlain  route 


22 

162 

3 

29 

8 

84 

11 

116 

44 

391 

22 

162 

09 

229 

68 

609 

40 

380 

Mr.  McAlpine,  in  his  report  to  the  Oswego  Board  of  Trade,  states  that  on  the  Oswego 
route  the  lockage — 

Feet. 

Ascending  eastward,  is 162 

Descending  eastward,  is 427 

Total 609 

And  by  the  Champlain  route,  should  be — 

Locks.     Lockage. 

Ascending  eastward 79  79 

Descending  eastward 312  150 


391 


229 


Mr.  McAlpine  states  that  Mr.  John  B.  Jarvis  first  surveyed  the  Caughnawaga  Canal. 
This  is  a  mistake,  as  the  late  John  B.  Mills  first  surveyed  it  in  1649;  then  Messrs. 
Clarke  &  Gample;  in  1655  Mr.  Jarvis,  and  in  1659  Colonel  Swift,  of  Massachusetts. 

The  enlarged  canals  now  being  built  will  have  locks  throughout  of  270  feet  in  length 
by  45  feet  in  width,  with  12  feet  of  water.  The  Caughnawaga  will  be  of  the  same 
dimensions;  but  there  is  now  an  agitation  to  have  the  locks  at  least  300  feet  in  length. 
This  size  of  locks  will  accommodate  a  propeller  of  1,000  or  1,200  tons  measurement,  of 
a  carrying  capacity  of  50,000  bushels. 

I  shall  now  refer  to  the  question  of  speed  on  the  lakes  and  river,  discussed  by  Mr. 
McAlpine  on  page  9  of  his  report  to  the  Oswego  Board  of  Trade.  He  says  it  will  not 
be  found  economical  to  exceed  8  miles  an  hour  on  lakes  and  6  miles  on  rivers.  On 
canals  he  thinks  4  miles  can  be  maintained,  but  he  bases  his  calculations  on  31  miles 
and  that  15  minutes  will  be  required  for  each  lockage. 

On  this  basis  Mr.  McAlpine  gives  the  following  table  of  the  time  which  will  be 
occupied  on  the  Champlain  and  Saint  Lawrence  route  : 

Hours 

From  point  as  stated  to  Kingston,  lake 2.75 

From  Kingston  to  Caughnawaga,  river 22.  33 

From  Kingston  to  Caughnawaga,  canal 14.  00 

From  Caughnawaga  to  Saint  John's,  canal 9.  04 

From  Saint  John's  to  Rouse's  Point,  river 3.  83 

From  Rouse's  Point  to  "Whitehall,  lake 13.  87 

From  Whitehall  to  Fort  Edward,  canal 9.  00 

From  Fort  Edward  to  Troy,  river 9.  41 

64.  23 
Or  3.  52  days. 


APPENDIX.  141 

Such  is  Mr.  McAlpine's  estimate  ;  but  he  should  have  aided  15  minutes  for  each 
lockage,  which  would  be,  with  22  locks 5. 30 


Or,  in  all 90.00 

Before  correcting  this  statement  I  beg  to  say  that  the  propellers  now  running  to  this 
port  from  the  upper  lakes,  and  which  pass  through  tbe  Welland  Canal,  of  400  tons, 
have  a  speed  of  10  miles  per  hour  on  the  lakes,  and  on  the  river  below  Kingston  of 
12  miles  an  hour  on  tbe  down  trip.  If  such  vessels  have  this  speed  it  is  not  too 
much  to  say  that  with  vessels  of  greater  power  and  1,000  tons  measurement  their 
speed  will  be  at  least  equal  to  those  now  in  use.  The  only  river  to  be  traversed  in 
coming  from  the  West  to  Troy  is  the  Saint  Lawrence,  ami  the  speed  on  the  downward 
voyage  must,  in  the  nature  of  things,  be  more  rapid  than  on  the  upper  lakes.  In 
making  the  following  table  I  shall  therefore  assume  the  speed  on  lake  and  river  at  10 
miles  per  hour  and  31  miles  on  canal,  and  apply  these  figures  to  what  I  know  to  be 
the  actual  distances  on  the  route. 

Miles.  Hours. 

From  point  opposite  Oswego,  as  stated,  to  Kingston .  22,  lake 2. 20 

From  Kingston  to  Caughuawaga 169*  river 16.  09 

From  Caughuawaga  to  Saint  John's 3-U,  canal 9.  25 

From  Saint  John's  to  Whitehall 134,  lake 13.40 

From  Whitehall  to  Hudson  River 25.  canal 7. 14 

From  Hudson  River  to  Troy,  6  miles  per  hour 40  miles,  river 7.  0i • 

Twenty-two  locks,  at  15  minutes  5.  30 

Total 60.38 

Or  a  difference  with  Mr.  McAlpine's  report  to  the  Oswego  Board  of  Trade  of  30  hour-. 
Then,  on  page  11,  comes  Mr.   McAlpine's  comparison  of  the  time  by  the  Oswego- 
Oneida  Lake  route. 

Hours. 

From  Oswego  to  Plnenix,  canal 8.  50 

From  Phoenix  to  Oneida,  lake 3.75 

Through  Oneida,  lake 3. 83 

Through  Oneida,  canal 3.  25 

Higginsville  to  Troy 43.50 

Total 6-2.83 

If  to  this  time  are  added  15  minutes  for  each  of  the  68  locks,  we  have  17  hours ;  add 
Mr.  McAlpine's  time,  62.83,  we  have  79.83  hours.  But  this  is  not  all.  Mr.  McAlpine 
admits  that  when  the  Welland  Canal  is  improved,  vessels  of  at  least  1,000  tons  meas- 
urement will  be  employed,  and  that  such  vessels  will  carry  50,000  bushels  of  grain  to 
Oswego.  This  cargo  he  proposes  to  transship  into  steam-barges  of  500  tons  measure- 
ment, or  25,000  bushels  capacity.  Now,  how  is  it  that  Mr.  McAlpine,  in  making  out 
his  table  of  time,  has  not  referred  to  the  time  required  for  transshipment  of  this  cargo 
of  50,000  bushels  from  the  lake  into  the  canal-vessel  ?  Taking  4,000  bushels  per  hour 
as  good  average  work  for  an  elevator,  we  have  thus  12-J  hours,  and  allowing  two  hours 
more  for  berthing,  we  have  14£  hours,  which,  added  to  the  79.83  hours,  makes  94.33 
hours  by  the  Oswego-Oneida  route,  against  60.38  hours  by  the  Saint  Lawrence  and 
Champlain  route,  or  two  and  a  half  days. 

This  saving  in  time  by  this  route  is  an  important  item  in  the  annual  saving  of 
interest  on  the  enormous  commerce  which  now  passes  from  the  AVest  to  the  East ;  nor 
have  I  included  the  item  of  insurance,  which  would  also  be  necessary  in  the  transfer 
of  cargo  from  the  ship  into  the  elevator  at  Chicago. 

As  Messrs.  McAlpine,  Childe,  and  Kirkwood  said  in  1858,  to  the  Montreal  harbor  com- 
missioners, "  By  way  of  Oswego  a  transshipment  must  be  made  from  the  lake-vessel  to 
canal-boats,  and  the  extra  cost  of  canal  transport  and  tolls  must  be  added  to  that  route, 
while  by  way  of  Lake  Champlain  to  New  York  no  transshipment  is  required " ;  and 
again,  "The  Champlain  route  thus  improved  will  have  the  further  advantage  of  the 
more  economic  use  of  vessels  of  the  largest  class,  proceeding  from  any  port  on  the  lakes 
directly  to  New  York,  without  breaking  bulk,  and  also  the  diminished  length  of  canal 
navigation  by  that  route.  On  the  whole  the  economy  of  time  and  transport  by  the 
Lake  Champlain  route  could  not  fail  to  attract  to  it  a  very  large  share  of  the  trade 
between  the  Western  States,  New  England,  and  New  York. 

I  shall  now  advert  to  the  comparative  cost  of  transport  by  the  two  routes.  Messrs, 
McAlpine,  Kirkwood,  and  Childe,  in  the  report  alluded  to,  fixed  the  cost  of  transport 
at  3^  mills  per  ton  jier  mile  on  large  ship  canals,  and  at  2  mills  per  ton  on  lakes.  Mr. 
McAlpine  in  his  late  report  to  the  Oswego  Board  of  Trade  changes  this  to  1+  mills  per 
ton  per  mile  on  lakes  and  to  a  fraction  less  than3i  mills  on  canals,  rates  which  I  shall 
apply  to  both  routes. 


1  42  APPENDIX. 

First — From  Chicago  to  Troy  (via  Caughnawaga  i. 

Miles. 

Lake  navigation  to  Kingston  from  Chicago 1,077 

Lake  Champlain 134 

1,211  at  U  mills    $1  82 

Hi ver  from  Kingston 169  at  li  mills  25 

River  from  Hudson  to  Troy 40  at  l|  mills  8 

Canal  navigation. 

Miles. 

Welland  Canal 28 

Caughnawaga 34 

Champlain 25 


87  at  3i  mills  30 

2  45 

Second — From  Chicago  to  Troy  (via  Oneida  Lake). 

Mili-s. 

Chicago  to  Oswego 1.  ('77 

Oneida  Lake 23 


1, 100  at  U  mills     $1  82 

0«H-e</o  to  Troy. 

Miles. 

Oswego  Canal.. 21 

Canal  to  Oneida  Lake 13i 

Oneida  Canal 6 

Erie  Canal  to  Troy 128 

169  at  3i  mills         59 
Cost  of  transshipment  at  Oswego 25 

2  66 

Besides  any  cost  for  insurance,  showing  a  difference  of  20  cents  per  ton  in  favor  o 
the  route  on  which  there  is  no  transshipment  of  cargo — where  the  time  is  30  hours  less, 
and  on  a  route  which  would  he  heneficial  to  the  whole  of  the  Eastern  States  as  well  as 
to  New  York.  If  the  route  from  Oswego  to  Troy  should  he  adopted  as  the  route  het  ween 
the  West  and  the  East,  then  Troy  or  Albany  is  the  nearest  point  from  whence  the  prod- 
ucts of  the  West  can  be  distributed  to  Northern  New  York,  Vermont,  New  Hampshire, 
Connecticut,  and  Maine,  while  all  of  these  States  could  be  reached  at  a  much  cheaper 
cost  of  transport  by  the  route  through  Lake  Champlain  ;  and  while  it  would  also  be 
the  cheapest  and  quickest  to  New  York,  it  would  also  open  up  for  all  of  these  States  a 
direct  communication  with  the  great  timber  regions  of  the  Ottawa  Valley. 

The  secretary  of  the  Board  of  Trade  of  Oswego  states  that  the  distance  from — 

Miles. 

Chicago  to  Albany  by  the  Saint  Lawrence  route  is 1,  495 

Chicago  to  Albany  by  Buffalo  and  Erie  Canal 1, 277 

Chicago  to  Albany  by  Oswego  and  Oneida  Lake 1,260 

and  "that  these  distances  are  each  made  up  of  lake,  river,  and  canal  navigation,  and 
the  difference  between  them  will  best  be  shown  by  reducing  the  distance  to  equiva- 
lents of  one  of  these  methods  of  navigation."  Taking  1-J  mills  per  ton  as  the  cost  per 
mile  on  the  lakes,  2  mills  on  the  river,  4  mills  on  ship-canals,  and  6  mills  on  the  Erie 
Canal,  we  derive  the  following  distances  of  navigation  by  ship-canals  equivalent  to 
each  of  the  above  routes : 

Miles 

Chicago  to  Albany,  ship-canal  navigation  by  Erie  Canal 874 

Chicago  to  Albany,  by  enlarged  ship-canal  navigation 698 

Chicago  to  Albany,  by  Oswego  and  Oneida  Lake  ship-canal  navigation 597 

Chicago  to  Albany,  by  Albany  and  Lake  Champlain — 

1, 173  miles  lake  navigation 440 

165  miles  ship-canal  navigation 165 

157  miles  river  ship-canal  navigation 78 

683 


APPENDIX  143 

From  this  statement  the  Oswego  and  Oneida  route  stands  better  than  all  the  other 
routes  by  this  mode  of  comparison  :  but  the  statement  is  incorrect ;  there  is  not,  as  I 
have  shown,  165  miles  of  canal  on  the  Saint  Lawrence  route  below  Oswego,  but  only 
34£  miles  from  Caughnawaga,  and  25  miles  from  Whitehall  to  Fort  Edward,  or  59+ 
miles  of  canal  in  all  on  the  downward  voyage.  The  40  miles  froni  Fort  Edward  to 
Tmy  is  more  a  river  navigation  than  a  canal.  The  Saint  Lawrence  River  below 
Kingston  has  all  the  equivalents  of  lake  navigation  in  speed  and  freedom.  The  com- 
parison will  stand  as  follows : 

Miles. 

'  [go  >  miles  =1,342  miles  lake  and  river  navigation 503 

.">'.  '  \  miles  ship-canal 59 J 

40  miles  river  ship -canal 20 

582i 

Thus  placing  the  Champlain  route,  even  by  this  mode  of  calculation,  as  the  best. 

Another  objection  by  the  Board  of  Trade  of  Oswego  is,  that  the  Oneida  route  has  the 
advantage  of  two  weeks'  earlier  navigation  in  the  spring  and  two  weeks  later  in 
the  fall,  while  the  facts  prove  that  Lake  Champlain  is  open  as  soon  and  as  late  as 
the  Erie  Canal.  Then,  again,  the  Oneida  Route  "escapes  .the  fogs  of  the  Saint 
Lawrence."  We  have  all  heard  of  fogs  in  the  Gulf  of  the  Saint  Lawrence  ;  but  I 
have  never  heard  of  fogs  on  the  Saint  Lawrence  above  Lachine.  The  Oswego  Board 
make  a  point  in  claiming  the  route  via  Oswego  as  the  oldest  route.  This  I  also  must 
dispute,  for  I  find  in  the  "  Vermont  Centinel''  of  the  14th  of  February,  1802,  a  letter  from 
<  ren.  Ira  Allen,  dated  Colchester,  3d  February,  in  which  he  declares :  "In  the  year  1784 
I  applied  to  General  Haldemand,  then  governor  and  commander-in-chief  of  the  prov- 
ince of  Quebec,  for  license  to  open  up  a  ship-canal  by  the  Sorel  River  into  Lake 
Champlain.  This  work  is  of  the  first  importance,  not  to  our  neighbors  in  Canada,  but 
to  us.  When  in  London,  in  January,  1796,  I  had  an  interview  with  the  Duke  of  Port- 
land on  the  subject  of  said  canal,  when,  after  several  interviews  at  his  grace's  office 
concerning  said  canal,  it  was  agreed  to  defer  its  consideration  till  after  the  close  of  the 
European  war,  and  His  Majesty's  ministers  then  agreed  that  charter  privileges  would 
be  granted  for  its  construction.  Every  mercantile  man,  farmer,  and  even  every  citi- 
zen contiguous  to  Lake  Champlain  are  more  or  less  interested  in  the  success  of  said 
canal."  This  was  written  more  than  eighty  years  ago  by  a  distinguished  citizen  of  Ver- 
mont, and,  although  the  location  is  not  that  which  I  suggested  from  Caughnawaga, 
yet  the  present  Chambly  Canal,  from  the  Richelieu  River  into  Lake  Champlain,  is  the 
same  as  that  originally  suggested  by  General  Allen. 

But  it  perhaps  was  unnecessary  for  me  to  enter  so  minutely  into  this  discussion,  nor 
would  I  have  done  so  but  from  my  belief  of  its  great  importance  to  the  people  of  both 
the  United  States  and  Canada.  The  great  fact  is  acknowleged  by  Mr.  McAlpine,  and 
is  not  contradicted  by  the  Oswego  Board  of  Trade,  that  it  is  impossible  to  take  the  ves- 
sel from  Chicago  or  other  Western  lake-ports,  carrying  1,500  tons,  through  from  Oswego 
to  Troy  without  breaking  bulk  and  transferring  cargo  into  barges  carrying  7f,0  tons. 
While  this  is  the  fact,  it  is  acknowledged  by  all  that  there  is  no  difficulty,  by  the  Saint 
Lawrence  and  Champlain  route,  in  this  vessel  going  through  and  on  to  Lake  Champlain, 
and  discharging  her  cargo  at  Bitrlington  for  Boston  or  elsewhere,  or  to  New  York,  with- 
out transfer  of  cargo  or  breaking  bulk.  This  is  conceded  by  every  engineer  who  has 
examined  the  subject.  Is  it  not,  then,  evident,  from  the  time  and  cost  of  transferring 
cargo  at  Oswego,  and  the  greater  cheapness  of  moving  freight  by  large  than  by  small 
vessels,  that  the  Saint  Lawrence  is  the  great  natural  route  to  New  York  and  to  the 
Eastern  States  ?  The  Board  of  Trade  of  Oswego  state  that  the  Washington  treaty  "  does 
not  protect  nor  extend  to  the  Caughnawaga  Canal,"  and  that  "the  United  States  Gov- 
ernment cannot  expend  its  money  on  foreign  soil." 

Canadians  do  not  wish  the  United  States  to  spend  money  in  Canada,  but  they  are 
anxious  to  have  such  a  good  understanding  with  their  kindred  people  in  the  United 
States  that  all  will  have  a  feeling  of  entire  confidence  with  each  other  in  choosing  and 
using  any  route  of  transport,  either  by  canal  or  railway,  no  matterwhether  part  of  such 
route  may  be  in  the  territory  of  the  United  States  or  of  Canada,  especially  when  the 
effect  of  using  such  route  is  to  lessen  the  cost  of  transport  from  any  one  point  to 
another. 

It  is  of  the  very  highest  importance  in  the  interests  of  both  countries  to  cherish  and 
promote  the  most  liberal  principles  of  trade  between  each ;  and  having  some  experience 
of  the  feeling  in  Canada,  I  am  sure  everything  will  be  done  to  guarantee  every  recipro- 
cal advantage  that  may  be  demanded  in  the  way  of  transport. 

In  conclusion,  I  have  only  to  say  that  the  cost  of  the  improved  works  by  the  Oswego 
and  Oneida  Lake  route  is  estimated  at  twenty-five  millions  of  dollars  by  Mr.  McAlpine, 
while  the  late  Mr.  Mills,  a  civil  engineer  of  great  experience,  estimated  the  cost  of  the 


144  APPENDIX. 

Champlain  Canal  improvement  at  six  and  one-half  millions,  on  a  line  which  Messrs. 
McAlpine,  Kirkwood,  and  C'hilde  declared  to  be  "a  better  line,  one  of  greater  capacity, 
and  of  quicker  transit." 

I  have  the  honor  to  be,  sir,  vour  obedient  servant, 

JOHN  YOUNG. 
To  Hon.  William  Windom, 

Chairman  of  Senate  Committee  on  Cheap  Transportation  and 

Water-Routes  from  the  Wezt  to  the  Seaboard. 


Without  expressing-  any  opinion  in  regard  to  the  following  enterprises, 
the  committee  submit  them  merely  as  evidence  in  regard  to  the  cost  of 
building  a  freight-railroad  between  the  Ohio  Eiver  and  the  seaboard : 

POTOMAC  AND  OHIO  RAILROAD. 

To  the  Unittd  States  Senate  Committee  on  Transportation,  and  the  Committee  on  Railways 
and  Canals,  House  of  Representatives  : 

Gentlemen:  I  respectfully  submit  to  your  honorable  committees,  for  consideration, 
the  following  exhibit  of  the  proposed  line  of  a  double-track  freight-railway  between 
the  Potomac  and  Ohio  Rivers,  showing  its  length,  location,  grade,  and  curvature,  cost 
of  construction,  amount  of  through  and  local  tonnage,  and  comparative  cost  of  trans- 
portation over  the  line  of  railway,  in  connection  with  barges  on  the  Mississippi  and 
Ohio  Rivers,  Avith  lake  and  canal  transportation  to  New  York,  and  river  and  sea  trans- 
portation via  New  Orleans  to  Liverpool,  and  river,  rail,  and  sea  transportation  via 
Potomac ;  and  all  rail  from  Saint  Louis  and  Chicago  to  New  York,  Philadelphia,  and 
Boston. 

The  western  termination  of  the  Potomac  and  Ohio  Railway  will  be  between  the 
mouths  of  the  Gnyandotte  and  Great  Kanawha.  From  said  terminus  to  Dayton,  Ohio, 
the  distance  would  be  150  miles,  Dayton  being  a  radiating  railway  point  to  Chicago, 
Toledo,  and  all  points  north  and  west.  Tbe  distance  by  river  from  terminus  to  Cincin- 
nati is  151  miles:  the  flow  of  water  iu  Ohjo  River  below  this  termination,  giving  much 
better  navigation  than  can  be  had  above  it.  There  will  also  be  a  connection  south,  by 
the  Lexington  and  Big  Sandy  Railway,  with  Louisville,  Lexington,  Nashville,  and 
Memphis,  and  entire  Southwest.  The  distance  from  its  western  terminus  on  the  Ohio 
River  to  its  eastern  terminus  on  the  Potomac  River  is  265  miles  in  direct  line,  and  from 
examinations  of  surveys  already  made,  the  7  per  cent,  for  curvature  will  be  ample, 
which  would  make  the  railway  distance  283  miles.  To  place  the  length  of  railway 
beyond  question,  call  it  300  miles. 

LOCATION,    GRADE,    AND   TUNNELING. 

A  due  east  line  from  the  Ohio  River  terminus  to  the  crossing  of  Great  Kanawha,  at 
or  below  Charlestown,  admits  of  low  grades  and  slight  curvature.  The  Great  Kauawha 
from  this  crossing  to  its  junction  with  the  Ohio  River  admits  of  as  good  navigation 
as  does  the  Ohio  above  this  junction,  and  all  freight  received  and  delivered  at  this 
crossing,  by  steamboats  or  barges,  reduces  the  railway  transit  from  the  Ohio  to  the 
Potomac  terminus  to  243  miles.  The  location  of  line  from  said  crossing  would  follow 
up  the  valley  of  the  Elk  River,  on  the  north  slope  of  the  divide  between  Elk  and  Gauley 
Rivers,  and  the  distance  from  said  crossing  to  head  of  Elk  and  Gauley  would  be  108 
miles.  The  elevation  of  Kanawha  crossing  is  593  feet,  and  at  head  of  Elk  and  Gauley 
is  1,800  feet  above  tide-water,  giving  an  average  rise  of  IItVij  feet  per  mile  going  east. 
A  short  tunnel  would  be  necessary  to  overcome  the  summit  elevation  between  head  of 
Elk  and  Gauley,  and  the  valley  of  the  Greenbrier  River;  the  grade  from  this  tunnel 
going  east  will  be  a  descending  one.  The  elevation  of  the  crossing  of  the  Greenbrier 
will  be  about  1,400  feet  above  tide-water.  The  ascending  grade  east  out  of  valley  of 
Greenbrier  will  be  about  40  feet  per  mile ;  to  overcome  the  summit  east  of  said  valley, 
a  short  tunnel  of  about  3,200  feet  will  be  required,  and  this  will  bring  the  line  to  the 
table-lands  and  at  an  elevation  of  about  2,300  feet,  or  360  feet  below  summit  level  of 
Baltimore  and  Ohio  Railway ;  it  will  then  follow  these  table-lands  until  it  reaches  the 
North  Mountains,  which  is  the  dividing  ridge  from  the  valley  of  Virginia,  and  here  a 
tunnel  of  1,800  to  2,000  feet  will  be  required  to  bring  the  line  into  the  valley  of  Vir- 
ginia at  an  elevation  of  1,100  feet  with  descending  grade  east.  To  leave  this  valley 
at  Swift  Run  Gap  requires  an  ascending  grade  of  30  feet  per  mile  for  10  miles,  and  in 
order  to  keep  at  this  grade  a  tunnel  at  this  gap  of  1,600  feet  will  be  necessary;  the 
eleA-atiou  of  east  end  of  tunnel  will  be  about  1,400  feet,  and  the  distance  therefrom  to 
Potomac,  about  68  miles,  with  an  average  descending  grade  of  20  feet  per  mile,  brings 


APPENDIX.  145 

the  Hue  to  Potomac,  a  point  at  tide-water  on  the  Potomac  River  in  the  State  of  Vir- 
ginia, 38  miles  below  and  1-H  miles  west  of  Washington. 

The  Potomac  River  at  this  point  is  8,000  feet  in  width,  an  1  the  channel  reaches  from 
shore  to  shore :  the  depth  of  water  from  this  point  to  the  ocean  will  a  laiit  vessels  draw- 
ing 26  feet  at  mean  tide.     The  distance  to  Cape  Henry  is  144  miles. 

ESTIMATED    COST. 

From  a  careful  examination  of  the  Hue,  the  estimated  cost  of  constructing  the  road 
for  a  double  track,  with  65-pound  steel  rails,  would  be  $75,000  per  mile  exclusive  of 
tunnels.  The  estimated  length  of  tunnels  is  15,000  feet,  at  a  cost  of  $150  per  linear 
foot  for  7,500  feet,  and  $225  per  linear  foot  for  7,500  feet.  The  maximum  grade  not  to 
exceed  60  feet  to  the  mile,  and  maximum  curvature  of  1,000  feet  radius;  that  only  on 
level  grade. 

The  grade  and  curvature  admits  of  the  passage  of  freight-trains  carrying  200  tons. 
At  ten  miles  per  hour  would  make  the  time  between  the  Ohio  and  Potomac  River 
thirty-three  hours. 

The  capacity  of  the  road  at  this  rate  of  speed  would  be  as  follows: 

Trains  200  tons  of  freight  each : 

Tons  each  war. 

Space,  2  miles  between  traius ;  yearly  freight  capacity '. 7,  008,  000 

Space,  1  mile  between  trains;  yearly  freight  capacity 14,016,000 

Space,  $  mile  between  trains  ;  yearly  freight  capacity 28,032,000 

Estimated  cost  of  Potomac  and  Ohio  Railway,  exclusive  of  tunnels  and  bridges  across 
Ohio  River: 

300  miles  of  double  track,  at  $75,  000  per  mile $22, 500,  000 

15,000  linear  feet  of  tunnels,  at  $150  and  $225  per  loot 2,812,500 

Cost  of  double-track  bridge  across  Ohio  River 1,500,000 

Wharves  and  docks 350, 000 

Total 27,162,500 

ESTIMATED   YEARLY    RECEIPTS   AXD    EXFEXSES. 

3,500,000  tons  of  easterly-bound  through- freight  at  a  toll  of  2  mills  per  ton 

per  mile,  equal  to  60  cents  per  ton $2, 100.  000 

500,000  tons  of  westerlv-bouud  through-freight,  at  60  cents  per  ton 300,  000 

2,000.000  tons  of  coal,  at  50  cents  per  ton 1,000,000 

500,000  tons  of  iron,  at  50  cents  per  ton 250,000 

100,000  tons  local  freight,  at  30  cents  per  ton 30,000 

Yearly  income 3,  680,  000 

YEARLY    EXPENDITURE. 

Maintenance  of  roadwav  and  taxes,  $5,000  per  mile $1, 500,  000 

6  per  cent,  interest  on  $17,500,000 1,060,000 

8  per  cent,  dividend  on  $9,662,500 773,000 

3,  323,  000 
Surplus  fund,  $357,000. 

MINERAL    RESOURCES. 

Coal  and  iron  will  be  the  two  principal  resources  for  intermediate  freighting.  The 
coal-beds  on  Elk  River  and  head  of  Ganley  consist  of  cannel,  splint,  and  gas  coal,  and 
are  unequaled  as  to  quality  and  virtually  inexhaustible  in  quantity,  and  the  average 
distance  of  the  beds  from  tide-water  will  be  170  miles  for  coal  going  east  and  for  that 
going  west;  the  distance  to  the  Kanawha,  where  the  coal  would  be  discharged,  would 
be  about  60  miles ;  consequently,  the  superior  coal  of  Elk  and  Gauley  could  be  delivered 
at  Potomac  in  170  miles  against  li>6  miles  for  the  Cumberland  coals. 

During  1873  the  Baltimore  and  Ohio  Railway  transported  to  Baltimore  from  Cum- 
berland over  2,500,000  tons  of  Cumberland  coal,  and  the  Chesapeake  and  Ohio  Canal 
brought  in  1,300,000  tons,  making  3,800,000  tons.  The  coal  of  Elk  and  Gauley  being  of 
higher  grade  than  the  Cumberland  coal,  they  would  not  necessarily  come  in  competi- 
tion. Heretofore,  all  our  cannel  coal  has  been  imported  from  England,  and  sold  at  $16 
to  $22  per  ton,  and  with  a  large  consumption  even  at  that  high  price.     By  the  comple- 

10  A 


146 


APPENDIX. 


tion  of  the  Potomac  and  Ohio  Railway  the  same  quality  of  coal  could  be  delivered  at 
tide-water  and  afford  ample  remuneration  at  from  $6  to  $7  per  ton.  The  same  grade 
of  gas-coal,  now  imported  and  worth  $1'2  to  $14  per  ton,  could  be  afforded  from  the 
Elk  and  Gauley  beds  at  from  .$5  to  $7  per  ton.  The  most  valuable  coal  from  this  re- 
gion is  what  is  called  the  splint-coal;  this  coal  possesses  all  the  properties  for  making 
iron  that  charcoal  does,  and  by  tests  at  Ironton,  on  the  Ohio  River,  and  elsewhere,  2J 
tons  of  this  coal  makes  1  ton  of  pig-iron. 

IRON-ORE   BEDS   ON   LINE   OF   ROAD. 

Magnetic  iron-ore  formations  extend  northeast  and  southwest  along  the  eastern  foot- 
hills of  the  Blue  Ridge,  and  of  high  grade  and  inexhaustible  quantities;  on  the  west- 
ern slope  of  the  Blue  Ridge  the  brown  hematite  comes  in,  and  the  quality  is  of  the 
highest  grade,  and  the  quantity  also  inexhaustible.  On  the  table-lauds  of  Virginia  are 
large  deposits  of  specular  iron,  and,  from  examinations  made,  is  of  very  high  grade. 

Iron  can  undoubtedly  be  manufactured  at  suitable  points  on  the  line  of  this  road  as 
cheaply  as  at  any  place  in  the  world,  for  the  following  reasons: 

First.  For  all  eastern  or  seaboard  demand,  or  foreigu  exportation,  furnaces  could  be 
located  in  the  valley  of  Virginia  and  on  the  eastern  slopes  of  the  Blue  Ridge,  giving 
short  haulage  from  the  beds  of  magnetic  and  brown  hematite  to  furnace. 

Second.  For  western  demand  and  the  valley  of  the  Mississippi  furnaces  should  be 
located  in  the  coal  formation  of  the  Elk;  consequently,  to  supply  the  furnaces  in  the 
valley  of  Virginia  and  eastern  slope  of  the  Blue  Ridge,  coal  would  have  to  be  hauled 
from  the  coal  deposits  of  Elk  and  same  cars  take  the  iron-ore  back  to  the  furnaces  of 
Elk,  thus  giving  freight  both  ways.  Consequently  the  coal  and  iron  could  be  trans- 
ported at  very  low  rates,  the  amount  of  coal  and  ore  to  make  pig-iron  being  about 
equal,  two  tons  of  ore  and  two  and  a  quarter  tons  of  coal. 

It  is  estimated  that  the  intermediate  tonnage  of  the  road  would  be  2,500,000  tons 
annually  ;  and  when  it  is  taken  into  consideration  that  the  coals  of  the  Elk  are  of  higher 
grade  and  do  not  come  into  competition  with  the  coals  of  the  Baltimore  and  Ohio 
Railway,  and  the  great  facilities  for  manufacturing  the  iron,  it  must  be  conceded  that 
the  above  estimate  of  local  tonnage  is  not  at  all  in  excess. 

In  regard  to  through  transportation  the  quantity  must,  of  course,  depend  in  a  meas- 
ure on  the  cheapness  of  transferring  from  the  Ohio  River  to  the  seaboard.  Allowing 
the  greater  distance,  three  hundred  miles  from  the  Ohio  to  the  Potomac,  at  one  cent 
per  ton  per  mile  for  tolls  and  transportation,  taking  the  lesser  distance  from  the  cross- 
ing of  the  Kanawha  to  Potomac,  two  hundred  and  forty-three  miles,  it  would  be  at 
the  same  rate,  $2.43  per  ton.  No  existing  line  can  compete  with  these  prices  ;  conse- 
quently the  route  would  command  all  the  freight  that  belongs  to  the  Ohio  and  Middle 
and  Upper  Mississippi  Rivers  that  could  reach  its  western  termiuus.  It  is,  therefore, 
believed  that  3,500,000  tons  yearly  is  not  an  overestimate  for  eastern-bound  through- 
freight  and  500,000  tons  for  western-bound  through-freight. 

Comparative  cost  of  this  line  with  other  through  double-track  lines. 


Ifame  of  company. 

a 

So 

a 

<v 

i-l 

Cost. 

Earnings  on  band 
and  invested  in 
stock    and    im- 
provements. 

Stock  of. 

Bond  of. 

Total    stock    and 
bond  liability. 

O 

o 
tn 

o 

© 

"3 
l> 

441 
459 
354 
379 
300 

$63,  772,  031 
97,  048,  084 
43,  280,  396 
31, 171,  756 
27, 162,  500 

$89,  428,  300 
86,  636,  910 
51,  271,  937 
16,  740,  762 
9,  662,  500 

$16, 196,  002 
26,  398,  800 
35,  072,  300 
12, 466,  639 
17,  500,  000 

$105,  624,  302 

113,  035,  710 

86,  344,  237 

29,  207,  401 

27, 162,  500 

$0  98 

son  River,  double  track. 

46 

track. 

Pennsylvania  Central,  dou- 
ble track. 

Baltimore  and  Ohio,  double 
track. 

Potomac  andOhio,  estimated 

93 

$29,  000,  000 

1  93 

Comparative  grades — 

Feet  per  mile. 

Maximum  grades  of  New  York  Central  and  Hudson  River  Railroad 91 

Maximum  grades  of  New  York  and  Erie  Railroad 90 

Maximum  grades  of  Pennsylvania  Central  Railroad   98 

Maximum  grades  of  Baltimore  and  Ohio  Railroad lib" 

Max  iinum  grades  of  Potomac  and  Ohio  Railroad 60 


APPENDIX.  147 

IMPORTANT    RAILWAY    CROSSINGS     AND     CONNECTIONS    BETWEEN    POTOMAC    AND   THE 

OHIO    RIVER. 

Potomac  is  now  connected  with  the  North  and  East  by  the  Pennsylvania  Central 
Railroad  to  Washington  and  Baltimore,  and  south  by  the  Richmond.  Fredericksburg 
and  Potomac  Railroad  via  Richmond  to  Wilmington,  Charleston,  Savannah,  &c, 
and  at  a  point  3d  miles  west  the  line  would  cross  the  Washington  City,  Virginia  Mid- 
land and  Great  Southern  Railroad,  running  from  Washington  via  Gordonsville,  Lynck- 
burg,  Danville,  &c,  to  the  South  and  Southwest.  In  the  valley  of  Virginia  it  crosses 
first  the  Pennsylvania  Central  running  from  the  north  via  Front  Royal  and  Luray  to 
Fishersville  on  the  Chesapeake  and  Ohio  Railroad,  and  at  a  short  distance  beyond  this 
crossing  of  the  Pennsylvania  Central,  the  line  crosses  the  Baltimore  and  Ohio  Railroad, 
running  from  Martinsburg  via  Strasburg  and  Harrisonburg  to  Staunton  on  the  Chesa- 
peake and  Ohio  Railroad,  and  thence  south  to  Salem  on  the  Atlantic,  Mississippi  and 
Ohio  Railroad,  which  connects  via  Knoxville,  Atlanta,  and  Chattanooga  with  New 
Orleans  and  the  Southwest.  At  or  in  the  vicinity  of  Charlestown,  West  Virginia,  the 
line  will  connect  with  the  Chesapeake  and  Ohio  Railroad,  and  thence  with  the  Lexing- 
ton  and  Big  Sandy  Railroad  to  Lexington,  Louisville,  Nashville,  Memphis,  and  entire 
southern  line  of  the  Mississippi. 

The  terminus  of  the  Potomac  and  Ohio  Railroad  is  on  latitude  4  miles  south  of  Saint 
Louis,  and  directly  east  of  the  great  northern  bend  of  the  Ohio  River.  The  general 
course  of  the  Ohio  River  from  the  western  terminus  of  the  road  to  its  mouth,  700  miles, 
is  south  of  west. 

The  cost  of  transportation,  including  tolls,  2  mills  per  ton  per  mile  for  the  use  of 
the  road-bed,  should  not  exceed  1  cent  per  ton  per  mile.  Allowing  3  mills  per  ton  for 
river  transportation,  the  cost  of  moving  a  ton  of  freight  from  Saint  Louis  to  Potomac, 
Virginia,  via  the  Mississippi  and  Ohio  River  and  the  Potomac  and  Ohio  Railroad,  would 
in'  as  follows: 

903  miles  river  transportation,  at  3  mills  per  ton  per  mile,  and  10  cents  for  trans- 
fer   $2  81 

300  miles  railroad  transportation  on  Potomac  and  Ohio  Railroad,  at  1  cent  per 

ton  per  mile 3  00 

5  81 

Equal  to  17  cents  and  4  mills  per  bushel  of  wheat ;  allowing  1  cent  for  transfer,  would 
be  18  cents  and  4  mills  for  transporting  a  bushel  of  wheat  from  Saint  Louis  to  Potomac. 

Cincinnati  and  Potomac : 

Cincinnati  to  western  terminus  of  Potomac  and  Ohio  Railroad,  156  miles  river, 

at  3. mills  per  ton  per  mile $0  47 

300  miles  over  Potomac  and  Ohio  Railroad,  at  1  cent  per  ton  per  mile 3  00 


3  47 


Equal  to  11  cents  and  4  mills,  allowing  1  cent  for  transfer,  for  transporting  a  bushel 
of  wheat  from  Cincinnati  to  Potomac. 

IX  REGARD  TO  THE  ADVANTAGES  OE  THE  PORT  OF  POTOMAC  FOR  FOREIGN  COMMERCE. 

1st.  It  is  the  most  westerly  deep-water  harbor  on  the  Atlantic  coast. 

2d.  Vessels  drawing  26  feet  of  water  can  load  at  the  wharves,  and  proceed  to  sea, 
distance  one  hundred  and  forty-four  miles. 

3d.  Cumberland  coal  can  be  procured  from  $2  to  :$2.50  per  ton  cheaper  than  at  New 
York  or  Boston,  thus  making  a  difference  of  50  cents  per  ton  on  all  outward-bound 
freights  by  steamer,  equal  to  1^  mills  per  ton  per  mile,  to  three  hundred  and  forty  miles 
in  distance,  about  equalizing  ocean  freights,  between  New  York  and  Potomac. 

4th.  As  our  exports  to  Europe  are  now  mostly  carried  in  iron  steamers,  it  is  very 
desirable  that  they  should  lie  in  fresh  water  while  in  port.  The  river- water  at  Potomac 
is  perfectly  fresh. 

5th.  The  Chesapeake  Bay  and  Potomac  River  below  the  port  of  Potomac  is  never 
seriously  obstructed  by  ice. 

6th.  Inland  navigation  now  exists  between  Potomac,  Baltimore,  Philadelphia,  New 
York,  and  Providence,  R.  I.,  for  vessels  of  350  tons. 

By  the  provisions  of  the  proposed  contract  between  the  Secretary  of  the  Interior  and 
the  Potomac  and  <  >hio  Railway  Company,  the  railway  is  to  be  open  to  free  competi- 
tion in  transportation.  Any  company  or  individual  privileged  to  run  over  the  road  by 
paying  tolls  therefor,  and  conforming  to  the  established  regulations. 

A  moderate  and  uniform  rate  of  speed  to  be  adopted  for  all  trains,  such  speed  to  be 
graduated  with  reference  to  economy  in  fuel,  and  the  preservation  of  the  road  and 
rolling-stock,  probably  from  eight  to  ten  miles  per  hour.  - 


148  APPENDIX. 

FREIGHT   CAPACITY. 

The  Erie  Canal  is  open  on  an  average  two  hundred  days,  and  has  a  freight-car- 
riage capacity  of  3,900,000  tons  each  way,  total  of  7,800,000  tons. 

On  a  speed  of  ten  miles  per  hour,  and  two  miles  space  between  trains,  the  Potomac 
and  Ohio  Eailroad  can  carry  from  the  Ohio  River  to  the  Potomac  River,  three  hundred 
miles,  7,800,000  tons  each  way  yearly,  about  twice  the  present  capacity  of  the  Erie 
Canal. 

In  all  the  above  statements  and  comparisons  as  to  cost  of  transportation,  it  has  been 
assumed  that  1  cent  per  ton  per  mile  is  a  fair  compensation  for  railway  transportation, 
but  in  order  to  illustrate  what  it  can  and  should  be  done  for  on  the  Potomac  and  Ohio 
Railway,  estimating  the  average  cost  to  the  Ohio  River  at  $84,375  per  mile,  to  be  used 
as  a  freight  road  only,  the  actual  cost  per  mile,  affording  a  fair  remuneration  for  cars, 
motive  power,  and  road-bed,  can  be  made  up  as  follows: 

Mills. 

For  use  of  freight-car  per  ton  per  mile 1 J 

For  use  of  motive  power  per  ton  per  mile 2$ 

For  use  of  road-bed  per  ton  per  mile 2 

5| 

which  would  be  per  ton  from  the  Ohio  River  to  Potomac,  300  miles,  $1.73. 

And  to  demonstrate  that  the  above  is  a  fair  compensation,  we  will  allow  a  freight- 
car  to  average  100  miles  per  day,  for  300  days,  and  that  it  is  loaded  only  one  way,  and 
it  would  earn  $375  per  year,  on  a  purchase  expenditure  of  say  $650,  and  allow  four 
years  for  its  existence,  it  would  earn  $1,500,  or  twice  its  cost.  We  have  loaded  it  but 
one  way,  while  it  would  earn  enough  by  freight  going  the  other  way  to  pay  its  repair. 

Allowing  2$  mills  per  ton  for  motive  power,  which  moves  freight-trains  of  200  tons, 
an  engine  would  earn  50  cents  per  mile,  and  its  average  work  is  80  miles  per  day,  for 
300  days,  and  the  actual  cost  of  running  the  engine,  including  everything,  is  20  cents 
per  mile,  leaving  a  profit  of  30  cents  per  mile  for  through-freight,  and  allowing  12^ 
cents  on  her  back  freight  of,  say,  50  tons,  makes  her  gross  earnings  62-J-  cents  per  mile, 

or  total  of ." $187  50 

and  cost  of  running  each  way 120  00 

Gives  net  per  trip 67  50 

or  22^  cents  per  mile;  and  at  80  miles  per  day  for  300  days,  or  2,400  miles,  her  net 
earnings  would  be  $5,400  per  year. 

In  the  exhibit  of  cost  of  construction  of  the  Potomac  and  Ohio  Railway,  and  amount 
of  tonnage  required  to  pay  the  interest  on  its  bonded  debt,  and  a  dividend  of  8  per 
centum,  it  is  shown  that  a  toll  of  two  mills  per  Ion  per  mile  is  sufficient,  and  leave  a 
yearly  surplus  of  $357,000.  Thus  proving  that  a  ton  of  freight  can  be  moved  at  a 
profit  from  the  Ohio  River  to  the  Potomac  for  of  mills  per  ton  per  mile,  being  for  the 
300  miles  $1.57  per  ton,  and  extending  the  line  to  Chicago,  a  distance  of  700  miles, 
$4.02i  per  ton  ;  to  Cincinnati,  456  miles,  $2.62  per  ton  ;  to  Saint  Louis,  769  miles,  $4.57 
per  ton  ;  to  Memphis,  834  miles,  $4.79  per  ton. 

Estimate  of  yearly  receipts,  at  1  cent  per  mile  per  ton: 
3,50' 1,000  tons  of  easterly-bound  through-freight  carried  300  miles,  at  $3 

per  ton T $10,500,000 

500,000  tons  westerly-bound  through -freight,  at  $3  per  ton 1,  500,  000 

2,000,000  tons  coal  carried  200  miles,  at  1  cent  per  ton  per  mile 4,  000,  000 

500,000  tons  iron  ore  carried  100  miles,  at  $1  per  ton 500,  000 

100,000  tons  local  freight  carried  100  miles,  at  $1  per  ton 100,  000 

16,  600,  000 
Allowing  574-  per  cent,  on  gross  receipts,  as  above,  for  maintenance  and 
use  of  way,  and  all  expenses  of  transportation,  amounts  to 9, 545  000 

7,  055,  000 

Cost  of  constructing  double-track  road-bed $27,162,500 

Equipment 10,000,  000 

37,162,500 
Surplus  earnings  at  above  rate  of  transportation,  viz,  1  cent 
per  ton  per  mile,  amounts  to 7,  055,  000 

Be  it  understood  that  the  proposed  construction  of  the  Potomac  and  Ohio  Railway 
under  the  provisions  of  the  bill  has  been  honestly  devised,  with  an  eye  to  financial 
economy  to  construction  and  the  fullest  popular  advantage  in  management. 

In  order  to  avoid  imposition  on  the  public,  Congress,  according  to  the  provisions 


APPENDIX.  149 

of  the  bill,  has  a  power  to  control,  and  the  right  to  regulate  the  tolls  to  be  paid  to  the 
owners  of  the  road-bed,  and  also  to  regulate  a>ud  hx  the  tariff  of  charges  by  the 
carriers. 

The  government  also  has  the  power  to  appoint  a  commissioner  with  full  power  to 
institute  examinations  and  make  report  to  Congress  ;  his  duty  being  to  see  that  jus- 
tice is  maintained  between  the  proprietorship  of  the  road-beds,  the  carriers  engaged  in 
transporting  over  it,  and  the  people.     It  is  proposed  for  once  to  make  the  people  a  party. 

The  bill  also  provides  and  establishes  a  sinking-fund  from  the  receipt  of  tolls,  which 
is  paid  into  the  Treasury  of  the  United  States,  being  1  per  cent,  yearly  on  the  bonded 
debt  of  the  company,  so  that  in  time  the  tolls  can  be  reduced  to  a  sum  sufficient  to  pay 
a  dividend  on  the  individual  stock  and  maintenance  of  road-bed. 

The  Erie  and  Champlain  Canals,  460  miles  in  length,  is  an  illustration  of  the  policy 
of  providing  a  sinking-fund.  In  forty-two  years  their  improvements  have  paid  for 
themselves,  principal  and  interest,  all  costs  of  enlargement,  superintendence,  repairs, 
and  salaries,  and  a  clear  surplus  of  #23,108,000  into  the  treasury  of  the  State  of  New 
York;  thus  showing  that  the  road-bed  of  the  Potomac  and  Ohio  Railway  could  be 
dedicated  to  the  free  use  of  the  public  in  thirty-five  years,  except  for  superintendence 
and  repairs. 

ANSON  BANGS, 
President. 

Office  of  Potomac  and  Ohio  Railway, 

Potomac,   r«.,  January  28,  1874. 


WASHINGTON  AND  OHIO  RAILROAD. 

Washington  and  Ohio  Railroad  in  Virginia  and  West  Virginia. 

Distances  by  said  road,  as  follows: 

Miles. 

Washington  City  to  Alexandria G 

Washington  City  to  Leesburg,  Va 43£ 

Washington  City  to  Winchester,  Va 80 

Washington  City  to  Capon  Springs,  W.  Va 101 

Washington  City  to  Mooretield,  Va 137 

Washington  City  to  summit  of  Alleghanies 172 

Washington  City  to  Coal  Fields,  Red  Creek 178 

Washington  City  to  Buckhaunon 228 

Washington  City  to  Ravenswood,  Ohio  River 326 

Washington  City  to  Point  Pleasant,  Ohio  River 331 

The  counties  through  which  the  road  will  run,  are: 

Alexandria,  Fairfax,  Loudoun,  Clarke,  Frederick,  Virginia  ;  Hardy,  Grant,  Tucker, 
Randolph,  Barbour,  Upshur,  Lewis,  Gilmer,  Calhoun,  Roane,  Jackson,  Mason,  West 
Virginia. 

The  maximum  grades  of  the  road  are  : 

Coming  east,  52.8  per  mile. 

Going  west,  79.2  per  mile. 

The  total  estimated*  cost  of  the  road,  from  Hamilton,  Loudoun  County,  Virginia,  50 
miles  from  Washington,  including  second  track,  tunneling,  &c,  a  distance  of  275  miles, 
is  $20,809,362.  This  estimate  is  based  upon  a  careful  preliminary  survey  of  the  entire 
line. 

The  estimated  cost  to  the  coal-beds  of  Red  Creek,  Randolph  County,  West  Virginia,  is 
.$11,906,162. 

The  gauge  of  the  road  being  the  same  as  that  of  Baltimore  and  Ohio  Road,  its  capacity 
would  also  be  the  same,  with  an  equal  number  of  tracks,  or  greater,  as  the  grades  are 
much  less. 

The  connections  of  the  road  at  Winchester  will  give  a  very  direct  line  to  New  York 
via  Martinsburg,  Williamsport,  Hagerstown,  Chambersburg,  Harrisburg,  Lebanon, 
Reading,  &c,  as  may  be  seen  by  a  glance  at  the  map  of  the  United  States  ;  also  with 
the  railroads  running  south  and  southwest  to  New  Orleans,  Memphis,  &c. 

The  country  traversed  by  our  line  is  rich  in  agricultural  products,  in  minerals,  and 
in  timber.  The  growth  of  valuable  timbers,  in  West  Virginia  especially,  is  not  sur- 
passed in  the  world  for  variety  and  abundance,  except,  perhaps,  in  the  tropics.  The 
principal  kinds  are  the  oaks,  hickory,  pine,  poplar,  black-walnut,  and  many  others. 

Going  west  from  Washington  City  the  first  mineral  deposit  reached  is  the  iron  ore 
of  Clarke  County,  Virginia,  which  extends  along  both  sides  of  the  Shenandoah  River, 
in  immense  quantity.     The  pamphlet  herewith  (A)  is  referred  to  as  giving  all  neces- 


150  APPENDIX. 

sary  and  reliable  information  in  relation  to  these  ores.  Their  distance  from  navigation 
on  the  Potomac  is  67  miles.  The  next  large  deposit  of  this  ore  is  found  near  Capon 
Springs,  in  Hardy  County,  West  Virginia,  and  at  Keller's,  near  Wardensville,  where 
it  has  been  yielding  a  first-class  iron  for  years  past.  It  exists  in  quantity  along  the 
eastern  base  of  the  Alleghanies  at  several  other  points  already  well  known,  in  Hardy 
and  Grant  Counties.  These  ores  may  be  said  to  be  inexhaustible  in  quantity,  and  of 
great  richness  in  the  yield  of  pure  metal.  So  far  as  known  it  is  all  of  the  brown  hema- 
tite variety. 

The  coal-beds  begin  at  Eed  Creek,  in  Tucker  County,  West  Virginia,  on  the  western 
slope  of  the  Alleghanies,  and  extend  along  the  road  all  the  way  to  the  Ohio  River. 
There  are  two  varieties,  known  as  the  Cumberland  and  the  Pittsburgh  coals.  The 
latter  is  an  excellent  gas-coal. 

The  distance  of  gas-coal  from  Washington  by  this  road  is  "204  miles,  98  miles  shorter 
than  by  the  Baltimore  and  Ohio  Railroad.  The  Cumberland  coal  is  reached  at  the  dis- 
tance of  172  miles  west  of  Washington  by  this  line,  and  at  206  miles  by  the  Baltimore 
and  Ohio  Road,  or,  by  the  Point  of  Rocks  branch,  179  miles. 

The  Washington  and  Ohio  Road  is  finished  and  in  operation  45  miles,  and  will  be 
completed  2|  miles  farther  in  a  few  days.  This  distance  is  not  embraced  in  the  fore- 
going estimates  of  cost. 

Respectfully  submitted. 

lewis  Mckenzie, 

President. 

Alexandria,  Va.,  February  23,  1874. 


STATEMENT  IN  REGARD  TO  THE  PULLMAN  PALACE-CAR   COMPANY. 

Office  of  Pullman's  Palace-Car  Company, 

Chicago,  February  6,  1S74. 

Sir:  I  have  received  your  letter  requesting  me  to  furnish  such  information  in  refer- 
ence to  the  relations  of  Pullman's  Palace-Car  Company  to  the  railway  companies,  and 
the  system  under  which  its  cars  are  operated,  as  may  be  of  service  to  your  committee 
in  its  investigation  of  the  general  subject  of  transportation. 

In  replying,  it  seems  requisite  to  allude  briefly  to  the  condition  of  things  that  ex- 
isted prior  to  the  organization  of  this  company,  and  which  pointed  to  such  an  organi- 
zation as  its  remedy,  together  with  such  details  of  the  system  as  show  the  advantages 
to  the  public  derived  therefrom,  as  well  as  the  existing  relations  to  the  railway  com- 
panies. 

About  the  year  1858,  sleeping-cars  were  adopted  by  a  few  of  the  leading  railways  of 
the  country.  The  cars  then  used  were  for  the  most  part  crude  and  unsatisfactory  in 
their  arrangement  and  appointments,  They  were  constructed  under  a  variety  of  pat- 
ents, and  employed  various  devices  which  had  not  been  perfected  by  experience,  and, 
in  many  instances,  ordinary  passenger-cars  were  utilized.  They  served,  however,  to 
educate  the  traveling  public  to  the  existing  want,  and  demonstrated  the  necessity  of 
something  better. 

These  cars  were,  moreover,  confined  to  the  roads  of  the  railway  companies  owning 
them,  and  were  unsuited  to  the  necessities  of  the  travel  on  long  lines.  They  v  ere 
chiefly  used  to  accommodate  local  travel,  and  then  only  iu  case  the  road  was  of  suffi- 
cient length  to  occupy  an  entire  night  in  the  transportation  of  its  passengers. 

It  soon  became  apparent  that  a  class  of  cars  that  would  furnish  accommodations  ad- 
equate to  the  wants  of  both  night  and  day  travel,  together  with  a  system  that  should 
afford  continuous  and  unbroken  communication  between  far-distant  points,  over  sev- 
eral distinct  lines  of  railway,  would  supply  a  growing  want  of  the  traveling  public, 
and  probably  largely  increase  the  passenger  traffic. 

It  was  not  easy  or,  indeed,  possible  for  fifty  or  more  independent  railway  companies 
to  unite  upon  a  uniform  pattern  of  car,  to  perfect  uniform  arrangements,  or  to  utilize 
the  many  different  inventions  and  devices  which,  combined,  make  up  the  comfort  aud 
convenience  of  the  Pullman  car. 

Even  had  any  general  plan  been  suggested  by  one  or  more  companies  for  acting  in 
concert,  some  companies  would  not,  perhaps,  have  found  it  convenient,  at  any  given 
time,  to  furnish  their  proportion  of  ears;  nor  would  it  have  been  easy  to  decide,  with- 
out experience,  what  in  such  a  case  equity  between  the  roads  would  demand. 

It  is  obvious  that  the  constant  provision  of  abundant  supplies  ofbedding  and  changes 
of  linen,  and  the  necessary  laundry  arrangements,  as  well  as  the  selection  of  suitable 
devices  for  heating,  ventilating,  constructing,  and  running  cars  with  special  reference 
to  their  use  as  sleeping  apartments,  is  of  the  very  essence  of  a  successful  sleeping-car 
system;  yet  this  was  foreign  to  the  regular  business  of  railway  companies,  and  less 


APPENDIX.  151 

likely  to  receive  their  careful  attention  than  that  of  a  company  especially  organized 
for  the  purpose. 

Hence  the  necessity  for  a  separate  organization  which  should  he  ahle  to  make  ar- 
rangements of  a  uniform  character  with  the  different  railway  companies  on  such  reason- 
able terms  as  would  appeal  to  their  interests. 

The  organization  of  such  a  company,  which  should  lie  charged  with  the  duty  of  pro- 
viding the  accommodations  required  by  an  intelligent  public,  presented  questions  of 
much  magnitude  and  importance. 

The  problem  was,  to  build  cars  which  should  embrace  inventions  and  improvements 
perfected  by  the  best  ingenuity  and  skill  of  the  country,  and  thus  meet  the  just  de- 
mands of  the  traveler,  and  at  the  same  time  secure  the  railways  a  fair  equivalent  for 
their  service  and  provide  a  reasonable  return  upon  the  capital  invested. 

The  following  are  the  principal  features  of  existing  contracts  with  the  railway  com- 
panies whereby  it  is  sought  to  accomplish  this  end: 

The  Pullman  Company  contracts  to  furnish  its  cars  to  railway  companies  for  a  period 
of  fifteen  years,  and  gives  each  company  the  option,  if  exercised  within  a  reasonable 
time,  to  purchase  a  one-half  interest  in  the  cars  assigned  to  its  road  at  their  cost,  with 
no  charge  for  the  use  of  patents,  and  to  share  equally  with  the  Pullman  Company  in 
the  results  of  the  business.  The  Pullman  Company  agrees  to  provide  such  number  and 
kind  of  cars  as  may  be  required  by  the  railway  companies  to  meet  the  demand  of  the 
traveling  public;  it  furnishes  the  employes,  who  are  subject  to  the  rules  and  regula- 
tions provided  by  the  railway  companies  for  the  government  of  their  own  employes. 
The  railway  companies  control  the  movement  of  the  cars,  and  use  them  the  same  as  if 
they  were  their  own,  carrying  their  passengers  in  them,  and  receiving  the  whole  of  the 
railway-fares,  thus  saving  the  amount  of  capital  which  they  would  otherwise  have  to 
invest  in  building  cars  of  their  own.  The  Pullman  Company  derives  revenue  from  the 
rental  of  berths  and  seats  as  its  compensation  for  furnishing  the  cars  and  attendance. 

As  the  railway  companies  receive  the  service  of  the  cars  for  the  transportation  of 
their  passengers,  free  of  cost,  they  agree  to  maintain  them  the  same  as  they  would  have 
to  maintain  their  own,  with  the  exception  of  the  carpets,  upholstery,  and  bedding, 
which  constitute  that  portion  of  the  equipment  pertaining  to  the  sleeping  accommoda- 
tions, which  require  frequent  renewals,  and  are  maintained  by  the  Pullman  Company. 

More  than  sixty  railway  companies  in  the  United  States  and  Canada  have  already 
entered  into  such  contracts. 

Some,  of  these  companies  have  become  participants  in  the  entire  business  by  sub- 
scribing to  the  stock  of  the  Pullman  Company,  at  its  par  value,  and  receiving  the  usual 
dividends;  others  by  associations,  in  which  they  are  joint  owners  with  the  Pullman 
Company  in  the  cars  assigned  to  their  respective  lines,  providing  half  the  capital  and 
sharing  equally  in  the  results. 

The  prosecution  of  this  enterprise  in  every  step  of  its  progress  has  demonstrated  the 
paramount  importance  of  constructing  cars  which  shall,  as  far  as  practicable,  meet 
every  want  of  the  traveling  public,  combining  convenience  of  arrangement  and  ele- 
gance of  finish  with  such  uudoubted  strength  as  will  guarantee,  so  far  as  is  attainable, 
safety  to  the  passenger,  and  such  durability  as  insures  to  the  railway  companies  the 
minimum  of  ordinary  repairs,  and  at  the  same  time  avoid  overloading  the  trains  with 
excessive  weight. 

These  objects  have  been  steadily  pursued  without  faltering  at  the  expense  and  labor 
involved,  until,  as  it  is  believed,  reasonable  success  has  been  attained  in  the  present 
standard  sleeping-car,  the  weight  of  which  is  twenty-eight  tons. 

This  only  exceeds  the  weight  of  the  ordiuary  twelve-wheel,  first-class  passenger- 
cars  used  on  leading  western  roads  by  about  two  and  one-half  tons,  the  excess  being 
in  consequence  of  beddiug  and  partitions  essential  to  the  sleeping  arrangements. 

The  Pullman  cars  are  now  used  on  over  thirty  thousand  miles  of  railroad  in  this  coun- 
try alone,  and  the  advantages  of  the  system  have  so  recommended  it  that  it  has  already 
been  introduced  in  Europe.  These  facts  present  the  best  evidence  of  the  great  im- 
portance of  the  conveniences  which  the  Pullman  cars  and  the  system  under  which  they 
are  operated  afford  the  public  and  the  railway  companies  who  have  adopted  them. 

The  Pullman  Company  claims  to  have  rendered  the  traveling  public  substantial 
benefits  in  organizing  and  perfecting  a  system  by  which  its  cars  are  not  only  run 
through  without  change  between  far-distant  points,  and  over  a  number  of  distinct 
lines  of  railway,  in  charge  of  responsible  through  agents,  to  whom  ladies,  children!" 
and  invalids  can  be,  and  constantly  are,  safely  intrusted,  but  it  has,  by  a  number  o, 
ingenious  devices,  very  greatly  improved  the  comfort,  safety,  and  healthfulness  of 
railway  passenger-cars,  lessening  the  fatigue  of  travel  and  making  night-journeys 
convenient  and  easy. 

By  its  system  the  traveler  is  also  enabled  to  avoid  anxiety  and  loss  of  time  by  secur- 
ing specific  accommodations  iu  advance  for  the  entire  journey,  thus  saving,  especially 
to  ladies  and  traveling  parties,  constant  annoyance  and  discomfort. 

It  will  be  seen  by  your  honorable  committee,  from  the  above  statement,  that  the 
Pullman  Company  aims  to  do  a  work  for  the  public,  in  connection  with  the  railway 
companies,  which  they  separately  could  not  so  well  perform. 


1 52  APPENDIX. 

An  organization  -was  therefore  needed  to  an  icably  unite  all  the  different  interests 
for  the  better  service  of  the  public,  and  to  combine,  in  one  class  of  car  and  one  system, 
as  "lily  a  single  company  could,  all  the  improvements  vrhich  ingenuity  has  contrived 
for  the  convenience,  safety,  and  comfort  of  the  traveler,  so  as  to  enable  the  public  to 
use  the  different  railway  lines  as  though  they  -were  all  under  one  management. 

It  is  believed  that  the  public  will  never  consent  to  return  to  the  old  plan  of  frequent 
changes  of  cars  and  broken  travel,  but,  instead  of  taking  any  step  backward,  will  demand 
even  further  improvements.  These,  so  far  as  attainable,  this  company  has  no  doubt  it 
can  furnish,  if  its  efforts  to  meet  the  public  wants  shall  be  as  thoroughly  seconded  by 
the  railway  interests  of  the  country  in  the  future  as  they  have  been  in  the  past. 

Inclosed  will  be  found  a  copy  of  the  form  of  contract,  and  a  map  showing  the  lines 
on  which  the  company's  cars  are  operated  in  the  United  States  and  Cauadas. 
With  respect, 

GEO.  M.  PULLMAN, 

President. 
Hon.  Wm.  Windom, 

Chairman  Senate  Committee  on  Transportation,  TVasliington,  D.  C. 


The  following  letter  in  regard  to  the  latest  results  of  the  efforts  be- 
ing made  to  introduce  steam  propulsion  on  the  Erie  Canal  has  been 
referred  to  this  committee  by  Hon.  F.  A.  Alberger,  of  Buffalo,  K  Y.: 

STEAM  ON  THE  ERIE  CANAL. 

State  of  New  York,  Division  Engineer's  Office, 
New  York  State  Canals, 

Albany,  February  10,  1874. 

Dear  Sir:  Your  note  of  the  28th  ultimo,  requesting  answers  to  tliree  questions  pro- 
posed by  the  Hon.  William  Windom,  chairman  of  the  United  States  Senate  Committee 
on  Transportation-Routes  to  the  Seaboard,  is  received. 

In  reply  I  have  to  say: 

1.  That  the  results  of  our  last  year's  experience  with  steam  upon  the  Erie  Canal  are 
very  satisfactory.  As  was  to  have  been  expected,  the  number  of  competing  boats  has 
been  very  much  reduced.  Those  boats  and  devices  which  were  so  obviously  without 
merit  that  even  their  owners  could  not  tail  to  discover  the  fact  have  gradually  disap- 
peared; so  that,  during  the  season  of  1873,  our  attention  has  been  called  to  only  six 
boats  which  were  actually  in  operation  upon  the  canal. 

There  have  been  several  other  boats  upon  the  canal  during  the  season  ;  but  their 
performances  were  not  such  as  to  encourage  their  owners  to  invite  an  inspection  when 
under  steam. 

On  the  15th  and  16th  of  October,  1873,  a  trial  was  had  between  Syracuse  and  Utica, 
under  the  supervision  of  the  commission.  Five  boats  were  entered  for  the  trial;  but 
while  all  of  these  boats  succeeded  in  making  the  required  speed  of  three  miles  per 
hour,  while  running  with  the  current  from  Rome  to  Utica — 15  miles — only  one  boat 
(the  Baxter)  averaged  three  miles  per  hour  for  the  entire  distance  run. 

After  the  trial  a  second  boat,  the  Newman,  was  so  altered  and  improved  that  she 
has  since  averaged  over  three  miles  on  the  canal,  from  Utica  to  Troy,  running  east 
with  a  cargo  of  200  tons,  and  running  west  over  the  entire  canal  from  West  Troy  to 
Buffalo  with  a  cargo  of  121  tons. 

During  her  last  trip  west  the  Newman  made  the  following  speeds  (121  tons  cargo)  . 

Miles  per 
hour. 

Average  speed,  including  all  detentions 2.  98 

Average  speed,  exclusive  of  10  hours  for  lockage 3.  26 

Average  speed,  exclusive  of  detentions  other  than  lockages 3.  78 

Average  speed,  exclusive  of  all  detentious 4.  24 

Pounds. 
Average  coal  consumption  per  mile 35 

As  indicating  the  improvement  made  during  the  season  of  1873,  I  may  say  that  the 
Baxter  has  maintained  her  speed  of  1872  (3  miles)  and  has  reduced  her  coal  consump- 
tion from  31  pounds  per  mile  to  less  than  20  pounds  per  mile  ;  and  that  the  Newman 
has  increased  her  speed  from  an  average  of  2.72  miles  per  hour,  with  a  coal  consump- 
tion of  65  pounds  per  mile,  in  1872,  to  over  4  miles  per  hour,  on  a  consumption  of  35 
pounds  per  mile,  in  1873. 


APPENDIX.  153 

These  two  boats  alone,  iu  the  opinion  of  the  commission,  have  met  the  requirements 
of  the  law  so  far  as  speed  and  economy  are  concerned.  Their  models,  however,  being 
somewhat  different  from  those  of  the  ordinary  horse-boats,  I  am  inclined  to  think  that 
the  commission  will  not  be  satisfied  that  the  requirement  ot  "ready  and  easy  adapta- 
tion of  the  devices  to  existing  boats'*  has  been  met.  My  own  impression,  however,  is 
that  there  is  no  difficulty  whatever  in  the  application  of  steam  to  the  present  boats. 
Of  course  somewhat  larger  power  will  be  required,  and  a  correspondingly  increased 
coal  consumption  will  be  involved.  I  am  also  of  opinion  that,  under  no  circumstances 
likely  to  arise,  will  steamboats  be  introduced  upon  the  canals  more  rapidly  than  the 
horse-boats  will  die  out;  and  hence,  that  the  introduction  of  steam  will  not  involve 
loss  or  inconvenience  to  the  owners  of  present  boats,  except  so  far  as  they  may  ulti- 
mately affect  the  rates  of  freight  between  Buffalo  and  New  York. 

Without  assuming  to  speak  for  the  commission.  I  do  not  hesitate  to  say  that,  in  my 
judgment,  the  question  of  the  practicability  of  substituting  steam  for  animal  power  on 
the  Erie  Canal  is  substantially  settled  in  the  affirmative,  and  that  better  results  will 
be  attained  in  the  future  than  have  ever  yet  been  attained. 

2.  The  average  speed  of  horse-boats  moving  east,  loaded,  and  including  all  deten- 
tions other  than  at  locks,  is  very  nearly  li  miles  per  hour.  The  speed  of  such  boats 
while  in  motion  varies  from  If  to  2  miles  per  hour,  depending  upon  the  speed  of  the 
current  and  the  ability  of  the  animals.  Running  west,  with  cargoes  of  100  tons,  agaiust 
the  current,  the  speed  is  about  the  same  as  that  east  with  230  tons.  Light  boats 
moving  west  average,  perhaps,  2  miles  per  hour,  exclusive  of  lockages.  It  should  be 
understood  that  the  prevailing  current  is  eastward,  and  that  this  current  averages  at 
least  i  mile  per  hour.  There  is  a  westward  current  only  from  Rome  to  Syracuse,  41 
miles,  and  for  a  short  distance  west  of  Syracuse,  as  will  be  seen  by  reference  to  profiles 
of  the  Erie  Canal  accompanying  reports  of  canal  department. 

3.  Should  steam  be  generally  adopted  upon  the  Erie  Canal,  the  speed  between  locks 
should  not  exceed  5  miles  per  hour  in  the  wider  and  deeper  portions  of  the  canal,  or  4+ 
miles  in  the  canal  proper. 

I  doubt  very  much  whether  rates  of  speed  so  high  would  be  found  profitable.  I 
have  written  in  much  haste,  but  have  endeavored  to  fully  answer  Senator  Windom's 
inquiries. 

Trusting  that  the  foregoing  may  be  satisfactory  to  yourself, 
I  am,  sir,  very  respeetfullv, 

D.  M.  GREENE, 
Engineer  of  Commission. 
Hon.  F.  A.  Alberger. 


The  committee  submit  the  statements  here  made  simply  as  evidence 
in  regard  to  the  practicability  of  a  double-track  freight-railroad  from  the 
West  to  the  seaboard : 

THE  CONTINENTAL  RAILWAY  COMPANY. 

The  Continental  Railway  Company, 

Office  No.  20  Nassau  Street, 

Neiv  York,  March,  1874. 
Sir:  In  compliance  with  your  request,  I  have  the  honor  to  hand  you  herewith  a 
brief  statement  of  the  status  of  the  Continental  Railway  Company,  giving  the  amount 
of  work  done,  the  time  required  to  construct  the  entire  road,  and  the  results  to  be 
obtained  by  its  operation  under  the  auspices  of  the  general  government,  as  suggested 
therein. 

I  am  authorized  to  state,  in  addition,  that  legislation  by  Congress  binding  the  com- 
pany to  a  low  schedule  of  freight-rates,  which  shall  give  the  necessary  recognition 
and  aid,  will  be  accepted. 

I  have  the  honor  to  be,  your  obedient  servant, 

WM.  C.  KIBBE, 
Ou  behalf  of  the  Continental  Railway  Compavy. 
Hon.  William  Windom, 

Chairman  Senate  Committee  on  Transportation  to  the  Seaboard. 


Impressed  with  the  importance  of  connecting  the  Mississippi  Valley  and  the  harbor 
of  New  York  by  the  shortest  and  best  railway  route,  the  projectors  of  the  Continental 


154  APPENDIX. 

Railway  employed  engineers  to  examine  the  intervening  country  for  a  road  between 
New  York  Bay  and  Council  Bluffs,  and  report  whether  a  practicable  air-line  route 
could  be  found.  The  survey  disclosed  a  line  from  New  York  Bay  to  Council  Bluffs  with 
only  96  mile*  consumed  in  curvature,  reducing  the  rail-distance  between  these  two 
points  so  that  the  entile  distance  will  be  1.224  miles  between  New  York  and  Omaha. 
786  miles  between  New  York  and  Chicago,  and  969  miles  between  New  York  and 
Saint  Louis,  shortening  the  distance  to  Chicago  128  miles.* 

Subsequent  surveys  have  demonstrated  the  certainty  that  the  maximum  grades  will 
not  exceed  30  feet  to  the  mile  going  east,  and  40  feet  to  the  mile  going  west,  the  max- 
imum curve  being  four  degrees  on  a  radius  of  1,4311  feet.  The  uniformity  of  low  grades 
and  easy  curves  will  contribute  largely  to  the  ability  of  the  company  to  transport 
freights  at  low  prices,  and  will  be  found  of  equal  importance  with  the  saving  in  dis- 
tance, in  reducing  the  cost  of  moving  loaded  trains.  The  company  having  secured  the 
best  route  between  the  pointsnanied,  ispreparingtobuildafirst-elassdouble-trackrail- 
way,  ovei  every  part  of  which,  when  completed,  a  33-ton  locomotive  will  haul  a  train  of  40 
ten-ton  loaded  cars,  at  a  speed  often  miles  the  hour  without  interruption  from  steep 
grades  or  short  curves.  The  road  is  to  be  laid  with  steel  rails,  weighing  68  lbs.  to  the 
yard,  and  iron  bridges  of  approved  strength  and  durability,  with  the  necessary  turn- 
outs and  side-tracks  to  utilize  it  to  its  fullest  capacity. 

A  double-track  railway  thus  constructed  and  equipped,  operated  exclusively  for 
freight,  with  a  uniform  speed  of  ten  miles  the  hour,  and  all  the  necessary  appliances, 
turnouts,  signals,  &c,  can  accommodate  250  trains,  according  to  the  experience  of 
English  roads,  moving  each  way  daily,  with  a  capacity  of  200,000  tons.t 

The  company  has  obtained  charters,  with  ample  powers,  from  the  several  States 
through  which  the  road  is  to  run.! 

Ithasfull  reconnaissances  of  theentireline— two  surveys  across  the  Alleghany  Mount- 
ains— surveys  and  location  of  line  for  over  450  miles.  It  has  graded  and  constructed 
bridges  for  100  miles  of  double-track  and  has  secured  upwards  of  900  miles  of  right  of 
way.  For  this  work  the  company  had  expended  to  November  1,  1873,  .$l,806,4i»-.-- 
The  road  can  be  fiuished  from  New  York  to  Chicago  and  Saint  Louis  in  three  years, 
and  to  Council  Bluffs  in  five  years.  It  will  require  an  expenditure  of  $50,000,000  for 
equipment  adapted  to  the  business  of  the  road. 

The  rates  of  freight  must  depend  largely  upon  the  ability  of  the  company  to  raise 
money  for  its  completion,  at  low  rates  of  interest,  and  without  the  payment  of  any 
bonus  to  stock  or  bond  holders. 

If  such  funds  can  be  obtained,  the  company  will  establish  the  rates  of  freight  upon 
cereals  and  breadstuff's  at  six  mills  per  ton  per  mile  for  through-freight  in  summer,  and 
seven  mills  in  winter,  and  at  such  equitable  rates  upon  other  classes  of  freight  as  shall 
he  fixed  by  a  board  of  commissioners. 

It  is  believed  that,  in  consideration  of  the  prompt  construction  of  the  road,  and  the 
assurance  of  low  rates,  it  would  be  for  the  interest  of  the  country  to  have  Congress 
guarantee  payment  of  interest  at  five  per  cent,  gold  per  annum  upon  the  first-mortgage 
bonds  of  this  company  to  the  amount  of  one-half  of  the  cost  of  construction,  including 
the  necessary  lands,  buildings,  and  appurtenances  required  for  its  successful  opera- 
tion. 

Tlie  railway  company,  on  its  part,  to  furnish  an  amount  in  cash  equal  to  the  said 
bonds  by  the  issue  and  sale  of  its  stock,  in  addition  to  the  cost  of  the  necessary  equip- 
ment of  1.400  engines  and  15,000  freight-cars  at  the  estimated  cost  of  $50,000,000. 

A  commission  to  be  appointed,  in  such  manner  as  Congress  may  direct,  whose  duty 
it  shall  be  to  regulate  the  rates  of  freight  from  time  to  time,  and  adjust  the  rates  to  be 
paid  over  connecting  roads.  The  company  will  also  agree  that  they  will  not  increase 
the  rates  upon  cereals  and  breadstuff's,  and  that  the  regulation  of  rates  shall  continue 
under  the  control  of  the  government  commission  referred  to,  and  whenever  the  net 
earnings  of  the  road  shall  exceed  8  per  cent,  per  annum  upon  the  capital  stock,  an 
equitable  reduction  of  all  rates  shall  be  made. 

The  company,  before  proposing  to  move  freights  at  these  rates,  made  a  careful 
analysis  of  the  expenditures  and  receipts,  and  believe  a  profit  can  be  made  at  these 
prices.  That  they  are  very  low  will  appear  by  contrasting  them  with  the  present  prices 
(February.  1874,  36  cents  per  bushel  from  Chicago,  and  47  4-10  cents  from  Saint  Louis 
to  New  York),  viz  :  the  proposed  price  for  carrying  wheat  from  Chicago  to  New  York  is 
15  cents  per  bushel ;  from  Saint  Louis  to  New  York  18  cents  per  bushel;  from  Council 
Bluffs  to  New  York  24  cents  per  bushel. 

None  of  the  lines  of  railway  between  New  York  and  Chicago,  as  at  present  con- 
structed aud  operated,  can  carry  freights  at  the  rates  proposed.  The  cost  per  ton  de- 
pends upon  the  tonnage  moved  as  well  as  upon  distance,  gradients,  curvature,  and  the 
character  of  business.     Neither  of  them  has  a  double-track  for  the  whole  distance:  all 

■  See  distanee-table  annexed.  tSee  appendix  B.  :  .See  appendix  C. 


APPENDIX.  155 

do  a  mixed  passenger  and  freight  business,  and  a  larger  local  than  through  business. 
The  capacity  of  any  of  these  lines  for  through-business  is  limited  to  the  capacity  of  a 
single  track,  doing  a  mixed  business.  These  roads  all  run  six  classes  of  trains — ex- 
press, ordinary,  and  local  passenger,  through,  fast,  and  local  freight  trains — averaging 
only  forty  trains  a  day  each  way.  while  if  trains  were  run  at  a  uniform  rate  six  tames 
as  many  as  are  now  run  could  Vie  operated  with  certainty.  The  result  of  doing  a  mixed 
passenger  and  freight  business  involves  high  freight-charges  and  a  longer  trip,  as  the 
capacity  of  the  road  is  greatly  lessened  and  the  detention  is  always  placed  upon  freight- 
trains.  None  of  these  lines  have  the  advantages  of  short  distance,  easy  grades,  and 
curves  of  the  Continental,  all  of  which  elements  enter  largely  into  the  cost  of  moving 
freight. 

Even  this  road  cannot  carry  freights  at  the  low  prices  named  without  a  large  busi- 
ness. A  careful  estimate  has  been  made,  and  it  is  believed  that  sufficient  freight  can 
be  obtained  to  warrant  its  success,  and  that,  ultimately,  its  capacity  will  be  taxed  to 
its  utmost  extent. 

It  is  believed  that  we  can  control  the  business  of  supplying  Great  Britain  with  the 
low  rates  of  transportation  fixed  herein,  t 

The  gauge  adopted  is  4  feet  8i  inches  to  meet  the  requirements  of  the  western  rail- 
ways, of  which  the  Continental  will  become  the  great  highway. 

"Tonnage  of  Pennsylvania  Central,  187U.  8,459,535;  eastward  through;  791.504  tons,  or  less  than  10 
per  cent. 

Tonnage  of  Erie,  9  months  ending  June,  1873,  4,295.431 ;  eastward  through,  730.514,  or  17  per  cent. 

Total  freight  earnings  of  Baltimore  and  Ohio,  $8,959,318.41;  east  and  west  through-tonnage,  557,609. 

So  insignificant,  therefore,  in  comparison  is  the  amount  of  cereals  carried  by  these  lines,  and  so  small 
is  the  dependence  upon  tbem  for  this  service  that  grain-shippers  paid  last  year  15  cents  per  bushel  foi 
its  shipment  from  Chicago  to  Buffalo  by  the  lakes. 

1  See  appendix  F.  t  See  appendix  E. 


156 


APPENDIX. 


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APPENDIX. 


APPENDIX   B. 

The  capacity  of  a  double-track  freight-railway,  operated  at  a  uniform  rate  of  speed 
of  10  miles  au  hour,  or  200  miles  run  in  24  hours,  maximum  grade  40  feet  to  the  mile; 
maximum  curves  4  degrees  on  radius  of  1,438  feet,  may  be  stated  as  follows : 

Trains  carrying  300  tons;  each  starting  from  a  given  point,  in  either  direction. 

Daily  trains  carrying  300  tons. 


© 

In  miles. 

Daily  ton- 
nageeach 

way. 

Annual  ton- 
nage each 
way, 

250 

<>oo 

75,  000 
60,  000 
45,  000 
30,  000 

24,  000 

27,  375,  000 
21  900  000 

150 

16,  425,  000 
10  950  000 

11)11 

80 

8  700  000 

Note. — In  1872  the  tonnage  of  the  London  and  Northwestern  Railway,  England, 
operating  1,539  miles  of  road,  doing  a  mixed  business,  was  22,831,000  tons  of  freight 
moved,  and  38,006,014  passengers  carried,  equivalent  to  200  trains  of  312  tons  each  per 
day  for  freight  movement,  and  for  passenger  movement  347  trains  of  300  passengers 
each,  daily,  or  equivalent  to  273|  trains  each  way  daily. 

At  this  rate  the  Continental  would  carry  annually  39,931,000  tons  eastward,  or,  re- 
duced to  bushels  of  wheat,  1,197,930,000  bushels.  The  London  and  Northwestern  was 
operated  for  fast  and  slow  trains,  and  thus  its  capacity  was  diminished. 

Railway  trains  are  operated  on  English  roads  at  intervals  of  three  minutes,  and  at 
distances  of  one-half  mile  and  upward,  under  the  block  system,  by  which  the  capacity 
of  a  mad  can  be  greatly  increased.* 

Extracts  from  report  of  the  royal  parliamentary  commission  of  1873. 

[Mr.  Fenton,  superintendent  Metropolitan  Railway;  20  miles  long. ] 

"We  run  1,000  trains  daily  over  our  entire  system."  What  is  the  average  time  be- 
tween trains? — Answer.  "The  average  time  is  about  5  minutes,  the  longest  interval 
10  minutes;  shortest,  2  minutes;  lowest  rate  of  speed,  15  miles  the  hour;  highest,  35 
miles  the  hour." 

The  road  carried  41,392,665  passengers,  and  951,501  tons  freight  in  1872,  or  an  average 
of  2,600  tons  freight,  and  113,000  passengers  daily.t 

Note. — Explanation. — The  block  system  referred  to  herein  is  maintained  in  order  to 
preserve  a  proper  distance  between  trains  running  in  same  direction,  on  same  track; 
and  the  proximity  of  stations  indicates  the  number  of  trains  run. 

[E.  Moore  Needham,  superintendent  Midland  Railroad,  trackage  773  miles  double; 

251  miles  single. 

"  Distance  of  block  stations,  longest  less  than  4  miles,  shortest  i  mile,  average  under 
2  miles." 

In  l-<72,  passengers,  21,308,369;  freight,  17,000,000  tons. 

[J.  Robertson,  superintendent  Great  Eastern,  840  miles.] 

"We  ran  in  1872,  406,800  trains.  On  the  Blacknell  line,  for  2  miles,  we  run  246  trains 
daily  in  one  direction. 

Passengers,  25,606,744;  freight,  4,500,000  tons. 


*  If  this  road,  doing  mainly  a  passenger  business,  can  operate  its  trains  every  two  minutes,  or  1,000 
trains  per  day,  at  rates  of  speed  varying  from  15  to  35  miles  the  hour,  surely  a  road  operating  at  a  uni- 
form rate  of  speed  can  run  as  many  trains. 

P.  S. — The  maximum  number  given  in  this  calculation  is  only  one-half  this  number. 

tOn  the  27th  of  February.  1873,  Col.  William  Volland,  inspector  of  railways  in  England,  testified 
before  the  select  committee  of  the  House  of  Lords  that  the  Metropolitan  lines  of  railway  run  trains 
onl\  two  and  three  minutes  apart ;  on  the  Great  Northern  Line,  3'[  minutes  apart.  Corroborated  by 
•Col.  C.  S.  Hutchinson,  also  inspector  of  railways,  in  same  examination.  At  intervals  of  4  minutes  the 
•number  of  trains  in  twenty-four  hours  would  be  3G0,  by  our  trains  tonnage,  108,000.  100-train  move- 
. 'inn t  gives  14  4-10  minutes  between  trains. 


APPENDIX.  159 

The  Philadelphia  and  Reading  Railway,  doing  a  mixed  business,  the  main  freight- 
ing being  in  one  direction  only,  carried  an  equivalent  in  1873  of  12,000,000  tons.  No 
doubt,  therefore,  can  exist  of  the  capacity  of  the  Continental  to  carry  twice  as  much, 
if  full  loads  both  ways  can  be  obtained  by  a  daily  movement  of  250  trains. 


APPENDIX  C. 
opinion  of  Judge  B.  R.  Curtis  and  others. 

.Sin:  In  compliance  with  your  request,  we  express  our  opinion  upon  the  interroga- 
tories submitted  to  us  by  you,  viz: 

"Is  the  Continental  Railway  Company,  formed  by  the  consolidation  of  five  several 
companies,  organized  under  and  by  authority  of  the  laws  of  Iowa,  Illinois,  Indiana, 
Ohio,  and  Pennsylvania,  and  consolidated  under  and  by  authority  contained  in  the 
laws  of  said  several  States,  a  valid  body-corporate,  legally  organized,  and  possessing 
the  legal  capacity  to  construct  or  complete  the  construction  of  a  railway  from  the 
easterly  boundary  line  of  tin-  State  of  Pennsylvania  to  the  western  line  of  the  State 
of  Iowa?" 

In  answer,  we  say  that,  after  an  examination  of  the  laws  of  each  of  said  States,  we 
are  of  opinion  that  authority  is  contained  therein  for  the  organization  and  incorpora- 
tion of  each  of  said  companies,  and  that  the  organization  and  incorporation  thereof 
were  authorized  by  and  in  accordance  with  the  laws  of  said  several  States,  and,  there- 
fore, that  each  of  said  corporations  was  legally  organized. 

"We  are  of  the  opinion  that  the  laws  of  said  several  States  authorizing  the  consolida- 
tion of  railway  corporations  organized  for  the  construction  of  continuous  lines  of  rail- 
way have  been  duly  complied  with  by  said  companies,  and  that  each  and  all  of  said 
consolidations  resulting  in  the  formation  of  "The  Continental  Railway  Company," 
have  been  made  in  the  manner  required  by  the  laws  of  said  several  States,  and  that 
each  of  said  companies,  at  the  time  of  said  several  consolidations,  had  legal  capacity 
so  to  do. 

Our  opinion,  therefore,  is  that  the  Continental  Railway  Company  is  duly  organized, 
and  has  a  legal  existence,  with  authority  to  construct,  maintain,  and  operate  a  rail- 
road from  the  easterly  line  of  Pennsylvania  to  the  city  of  Council  Bluffs,  in  the  State 
of  Iowa,  and  is  vested  with  the  right  and  powers  necessary  therefor. 

B.  R.  CURTIS. 

E.  W.  STOUGHTON. 

Dated  Juue  13,  1872. 

Edward  Dodge,  Esq., 

President  of  the  Continental  Rail  way  Company,  New  Yorlc. 

Ou  the  18th  day  of  January,  1873,  the  Continental  Railway  Company  purchased  and 
consolidated  with  the  New  Jersey  Tube  Transportation  Company,  making  a  continu- 
ous line  of  railway  from  Council  Bluffs  to  the  Hudson  River  or  New  York  Bay;  and 
on  the  20th  of  March,  1873,  an  act  to  legalize  the  consolidation  of  the  New  Jersey  Tube 
Transportation  Company  with  the  Continental  Railway  Company,  for  the  purpose  of 
•constructing  and  operating  a  railroad  across  the  State  of  New  Jersey  as  part  of  a  con- 
tinuous line  of  railway  from  Council  Blurt's,  on  the  Missouri  River,  to  the  waters  of 
the  Hudson  River,  opposite  New  York,  or  New  York  Harbor,  in  New  Jersey,  was  passed 
by  the  legislature  of  New  Jersey. 

Organizations  of  companies,  and  their  legal  consolidation  with  each  other,  and  with 
the  Continental  Railway  Company,  have  been  made  in  Indiana  and  Illinois  for  the 
construction  of  a  line  of  railway  from  Rensselaer,  Intl.,  to  the  city  of  Chicago. 


APPENDIX  D. 

EXPENSES   AXD   EARNINGS   COMPARED. 

Inli  rest  account. 

Estimated  cost  of  road,   including  stations,   grounds,  equipment,  machine-shops, 
water-tanks,  and  all  property  and  appliances  appurtenant,  xJ25,000,000. 

5  per  cent,  interest  on  $37,500,000  first-mortgage  bonds $1,375,000 

8  per  cent,  dividend  on  $37,500,000  capital  stock 7,000,000 

7  per  cent,  interest  on  $50,000,000,  cost  of  equipment 3,  500,  000 

To  annual  sinking-fund 1,000,000 

Total  in'erest,  dividend,  and  sinking-fund  account 15,  875,  000 


160  APPENDIX. 

This  would  be  a  daily  expense  of  $43,490,  and  divided  among  800  trains  -would 
amount  to  $54. 37  per  train  per  day. 

Note. — The  above  calculation  is  on  the  basis  of  starting,  on  the  average,  eighty  trains 
each  way  from  a  given  point,  on  first  1,000  miles  from  the  seaboard,  and  forty  trains 
each  way  upon  the  western  division  of  the  road  daily,  which  would  give  on  whole 
road  800  trains  moving  in  both  directions  at  all  times.  The  number  of  trains  per  day 
will  vary  with  the  demands  of  business.  This  estimate  gives  the  average  for  the  en- 
tire year.     The  equipment  will  consist  of  1,400  engines,  and  55,000  cars. 

The  company,  by  the  construction  of  its  freight-cars,  will,  while  preserving  the 
requisite  strength,  capacity,  and  durability,  greatly  reduce  their  weight,  saving 
thereby  largely  in  dead-weight  to  be  hauled  over  those  now  in  use  for  similar  purposes 
by  other  roads. 

Labor  account. 

We  compute  labor  of  all  classes,  officers,  agents,  skilled  and  unskilled  labor,  required 
in  all  departments  for  operating,  replacement,  maintenance  of  way,  of  rolling-stock, 
&c,  at  ten  men  per  mile  of  single  track,  at  the  average  wages  of  $2.50  per  day,  making 
a  total  aggregate  of  35,000  men,  at  $2.50  per  day,  equal  to  a  daily  cost  of  $87,500.  On 
this  basis  the  labor  account  per  train  per  day  would  amount  to  $109.37. 

The  number  of  men  employed  in  all  capacities  on  the  New  York  Central  and  the 
Philadelphia  and  Reading  Railroads  is  ten  per  mile,  and  the  average  wages  paid  is 
about  $2  per  day. 

ROLLING-STOCK. 

Material  account,  other  than  labor. 

The  cost  of  material  for  repairs  of  engines  and  tenders  on  the  Philadelphia  and 
Reading  Railroad  is  21  cents  per  mile  run,  which,  upon  the  basis  of  operation  given  for 
this  road,  would  he  as  follows: 

Cost  of  repairs  for  engines  and  tenders  per  train  per  dav  (200  miles,  at  2i  cents 

per  mile) $5  00 

The  same  company  gives  the  cost  of  repairs  ami   reconstruction  of  coal  and 

freight  cars  at  W-fe  cents  each  per  day.  which  would  give  for  train  of  30  cars. .     5  91 


Total  cost  of  material  for  repairs  per  train  per  day 10  91 

The  Pennsylvania  Central  Railroad  gives  the  cost  of  repairs  of  engines  and  tenders 
for  1871  at  f'i\  cents  per  mile  run,  or  at  above  comparison  2-;'--r  cents  for  materials,  and 
3-,';  cents  for  labor,  which  for  a  run  of  200  miles  would  be  as  follows: 

Cost  of  material  used  for  repair  of  engines  and  tenders  per  train  per  day $5  80 

The  average  cost  for  repairs  of  each  freight-car  is  l&f3^  cents  per  day.  which 
for  30  cars  would  give  as  follows : 

Cost  of  materials  used  for  repairs  of  freight-cars  per  train  per  day 5  49 


Total  cost  of  material  per  train  per  day  by  Pennsylvania  Central 11  29 

We  estimate  cost  of  materials  used  for  repairs,  with  rolling-stock  adapted  to  the 
road,  at  the  highest  of  these  estimates,  $11.29. 

ROADWAY. 

Material  account,  other  than  labor. 

The  Baltimore  and  Ohio  Railroad  Company  give  the  annual  cost  of  material  for 
maintenance  of  way,  $666.30  per  mile;  which  on  Continental  Road,  at  above  basis  per 
train  per  day,  would  amount  to  *t>.:!(.». 

The  Pennsylvania  Central  Railroad  Company  give  the  annual  cost  for  material  and 
labor  for  maintenance  of  way,  $2,330  per  mile,  which,  after  deducting  the  cost  of  labor, 
would  give  as  the  cost  of  materials  used  on  roadway  account,  for  the  Continental 
Road,  at  the  same  rate,  as  follows : 

Cost  of  materials  per  train  per  day $9  77 

We  give  the  estimate  in  this  calculation  per  train  per  day 10  70 

N.  B. — Both  of  the  above  roads  are  substituting  steel  rails  for  iron  as  rapidly  as  pos- 
sible, and  when  this  substitution  is  completed  it  will  result  in  a  large  reduction  of  the 
cost  of  material  for  maintenance  of  roadway. 


APPENDIX.  161 

Wc  estimate  the  cost  of  material  for  maintenance  of  way  with  steel  rails,  107 
tons  per  mile,  at  $120  per  ton,  lasting  fifteen  years,  which  would  give  per 
train  per  day $8  21 

Ties,  2,600  to  the  mile,  cost  60  cents  each,  and  to  last  six  years,  would  give  per 

train  per  day 2  49 

Total 10  70 

Experience  has  demonstrated  the  fact  that  steel  rails  are  much  the  cheapest  that 
can  be  laid  down.  The  chief  engineer  of  the  Philadelphia  and  Reading  Railroad,  in 
his  report  of  January  1,  1873,  says :  "  Of  the  3,350  tons  of  solid  steel  rails  laid  down  on 
that  road  since  1867,  less  than  fifteen  tons  have  been  moved  from  the  track,  and  these 
have  been  taken  from  places  where  the  life  of  iron  rails  had  been  found  not  to  exceed 
four  months." 

Train-supplies. 

Coal  per  day  (or  for  200  train  miles) $21  20 

Oil  aud  waste  per  day 5  00 

Water  per  day 100 


27  20 


Note. — The  average  cost  of  fuel  to  the  Pennsylvania  Central  aud  Lake  Shore  and 
Michigan  Southern  Railroad,  running  through  the  same  section  of  country,  was,  in  1872, 
10.6  cents  per  train  mile,  which  for  200  miles  is  $21.20. 

Recapitulation. 

1.  Interest-account  per  train  per  day $54  37 

2.  Labor-account  per  train  per  day 109  37 

3.  Material  for  maintenance  of  rolling-stock  per  train  per  day 11  29 

4.  Material  for  maintenance  of  roadway  per  train  per  day 10  70 

5.  Train-supplies  per  train  per  day 27  20 

Total  expenses  per  train  per  day  carrying  300  tons  200  miles $212  93 

based  on  a  movement  of  80  trains  daily  each  way. 

The  Philadelphia  and  Reading  Railroad  Company  gives  as  the  cost  of  run- 
ning a  train  carrying  520  tons  a  round  trip  of  190  miles  (empty  cars  one 
way)  at  $157.55.  If  it  should  cost  us  just  as  much  to  run  a  train  of  300  tons 
200  miles,  the  total  cost  would  be  as  follows,  viz : 

Running  expenses,  including  maintenance  of  rolling-stock $157  55 

interest 54  37 

Maintenance  of  roadway 10  70 

Total 223  62 

Or  4i  mills  per  ton  per  mile 212  93 

Difference  in  the  two  statements 10  69 

Note. — It  is  evident  that  a  train  of  300  tons  can  be  moved  at  considerable  less  ex- 
pense than  one  of  520,  and  that  this  comparison  is  largely  in  our  favor. 

All  the  items  for  operating  and  replacements  given  above  are  believed  to  be 
greatly  in  excess  of  what  will  be  the  actual  cost  for  this  road. 

Earnings. 

The  earnings  of  a  train  of  thirty  cars  carrying  300  tons  200  miles  per  day,  at  6£  mills 
per  ton  per  mile,  is  $390. 

Cost  of  running  a  train,  including  all  expenses  of  the  road,  is,  according  to  the  above 
estimate,  $212.93  per  day. 

The  bulk  of  the  freight,  however,  upon  an  east  and  west  trunk-road  being  from  west 
to  east,  it  will  be  necessary  to  compute  earnings  in  both  directions,  taking  two  trains, 
one  moving  east,  the  other  west : 

Tons. 
The  Erie  Railway  Company,  for  1872, "give  their  eastward  through-freight 

tonnage  at 675, 285 

Westward 274,846 

11  A 


162  APPENDIX. 

At  this  ratio  on  the  Continental  Road  the  train-earnings  would  he  as  follows: 

For  eastward  train $390  00 

For  westward  train 158  74 

Total  for  earnings  of  two  trains  per  day 548  74 

Cost  of  running  two  trains  per  day,  including  interest  and  dividends 425  86 

Surplus  profits 122  88 

Per  train 61  44 

The  Pennsylvania  Central  Railroad  Company  give  as  their  tonnage  1,000  tons  east- 
ward to  286  tons  westward,  which  would  give  on  Continental  Road — 
Surplus  per  train  per  day $37  84 

This  calculation  is  based  on  trains  of  thirty  cars  often  tons  each,  capable  of  carry- 
ing 300  tons,  but  the  loads  can  be  reduced  to  an  average  of  164  tons,  having  over  45 
per  cent,  empty  space,  most  of  which  will  be  in  the  westward-bound  cars,  and  yet  afford 
sufficient  profit  to  pay  all  expenses,  dividend  and  sinking-fund. 

The  engines  will  have  ample  power  to  haul  forty  cars,  or  400  tons,  over  all  parts  of 
the  road  at  the  low  and  uniform  rate  of  speed  adopted.  Three  hundred  tons  is  the 
daily  average,  to  be  increased  or  diminished  with  the  business. 


APPENDIX   E. 

If  there  is  business  enough  to  load  eighty  trains  daily  upon  this  road,  as  per  ap- 
pendix D,  the  problem  of  cheap  transportation  will  be  solved.  That  there  will  be,  we 
shall  attempt  to  prove.  The  gross  amount  to  be  earned  to  cover  all  expenses  is 
$67,898,760  per  annum,  viz:  * 

Annual  interest-account $15,  875,  000 

Annual  labor-account 31,  937,  500 

Annual  cost  of  material,  rolling-stock 4,  063,  080 

Annual  cost  of  material,  roadway 3, 124,  400 

Cost  of  train-supplies 7,  942,  400 

Damages,  taxes,  and  contingencies 4,956,380 

Total 67,898,760 

To  be  derived  from  the  following  sources,  viz: 

From  cereals,  carried  an  average  of  1,000  miles,  $30,000,000,  equal  to  154,000,000 
bushels,  4,620,000  tons,  or  15,426  train-loads,  which  would  occupy  one  track  192| 
days. 

Live  stock  and  their  products,  $7,544, 307, t  estimated  at  one-ninth  of  the  whole  ton- 
nage, employing  for  the  year  3,326  trains,  would  occupy  one  track  40^  days. 

Coal,  eastward,  3,000,000  tons,  at  $1.25,  $3,750,000,  occupying  66|  days,'  aud  requir- 
ing 6,666  trains.  Coal,  westward,  2,000,000  tons,  at  $5,  $10,000,000.  These  estimates  are 
for  hard  coal  east  and  west,  and  for  bituminous  coal  from  Ohio,  Indiana,  Illinois,  and 
Iowa,  both  east  and  west ;  1,500,000  tons  hard  coal  are  annually  imported  into  Chicago. 
The  line  of  the  road  runs  directly  through  the  heart  of  the  anthracite  coal  region  and 
will  give  the  shortest  line  to  tide-water  at  New  York  as  well  as  to  Chicago. 

Westward  movements  of  general  merchandise,  by  existing  trunk-railways,  amount 
to  a  little  more  than  25  per  cent,  of  the  total  tonnage.  We  estimate  it  at  20  per  cent, 
of  the  total  tonnage,  or  $13,579,752,  leaving  for  miscellaneous  freights  east,  petroleum, 
lumber,  dairy  products,  &c,  $1,250,000,  the  receipts  from  carrying  which  will  be  largely 
in  excess  of  that  amount. 

While  there  is  no  reasonable  doubt  that  the  business  required  for  a  100-train  move- 
ment will  be  realized  within  six  months  after  the  road  is  in  operation,  we  assume  a  basis 
of  80  trains  a  day  for  a  commencement  as  certain  to  be  obtained.  We  compute  rates 
at  6  mills  per  ton  per  mile  for  summer  and  7  mills  per  ton  per  mile  for  winter  traffic, 
requiring  the  movement  annually  of  154,000,000  bushels  of  cereals,  which  will  be  a  mod- 
erate calculation  for  1877,  considering  that  Great  Britain  consumes  215,000,000  bushels  of 

*  The  total  earnings  of  the  Pennsylvania  Central  Railroad,  between  Jersey  City  and  Pittsburgh,  448 
miles,  was,  in  1872,  $28,277,085.60,  tonnage  8,500,000.  At  this  ratio  the  Continental  would  earn  per  an- 
num the  sum  of  $106,885,778.56. 

t  One-ninth  of  the  entire  tonnage  of  the  principal  trunk-lines  is  live  stock  and  their  products.  In 
1872  there  was  carried  to  the  four  principal  seaboard  cities  6,506,678  head  of  live  stock,  and  this  move- 
ment is  increasing  at  the  rate  of  1,000,000  bead  annually. 


APPENDIX.  1 63 

imported  grain  annually  now  (the  quantity  having  increased  from  28  per  cent  of  con- 
sumption in  1868  to  40  per  cent,  in  1872),  and  that  the  consumption  in  the  east  is  rap- 
idly increasing.  By  this  computation  the  cost  of  carrying  cereals  is  15  cents  per  bushel 
from  Chicago,  18  from  Saint  Louis,  and  24  from  Council  Bluffs  to  New  York.  We  pro- 
pose, therefore,  to  commence  with  the  rates  at  6  and  7  mills,  and  to  reduce  them  to  5 
and  6  mills  per  ton  per  mile,  simultaneously  with  the  payment  of  the  first  dividend 
upon  the  capital  stock. 

The  calculation,  at  6  and  7  mills  per  ton  per  mile,  would  yield  the  earnings  given 
below ; 

Earnings  on  cereals,  154,000,000  bushels,  or  4,620,000  tons $30,000,000 

Earnings  on  live  stock  and  their  products 7,  544,  307 

Earnings  on  coal,  eastward 3,  750,  000 

Earnings  on  petroleum 500,  000 

Earnings  on  iron 1,  500,  000 

Earnings  on  dairy  products 250, 000 

Earnings  on  lumber 500,  000 

Earnings  on  miscellaneous 274,701 

Earnings  on  coal,  2,000,000  tons,  westward 10,  000,  000 

Westward  movement 13,579,  652 

Total " 67,878,760 

This  amount  of  business  will  require  less  than  an  80-traiu  daily  movement. 

Can  it  be  obtained  ? 

This  is  the  important  question  ;  and  in  answer  it  may  be  said  that  there  is  iu  the 
United  States  area  3,000,000  square  miles,  900,000  of  which  are  embraced  in  the  Atlantic 
slope  and  1,350,000  in  the  Mississippi  and  Lake  Valleys.  Between  these  sections  is 
conducted  the  larger  portion  of  our  internal  commerce,  for  the  service  of  which  this 
road  is  especially  designed. 

The  New  England  and  Middle  States  on  the  one  hand,  and  the  Western  States  on 
the  other,  have  large  commercial  transactions  with  each  other.  The  centers  of  these 
sections  are  a  thousand  miles  apart.  Each  contains  a  population  exceeding  13,000,000, 
dependent  each  upon  the  other  for  the  necessaries  of  life — food,  clothing,  dry  goods, 
and  manufactures,  fuel,  &c. 

To  illustrate  the  importance  of  this  commerce  it  may  be  stated  that  the  State  of 
Illinois  raised,  of  cereals,  in  1872,  280,000,000  bushels,  equal  to  110  bushels  per  capita, 
while  Massachusetts  raised  ouly  one  and  a  half  pints  of  wheat  per  capita,  but  produced 
in  manufactured  articles  the  value  of  $554,000,000.  The  State  of  New  York  manufact- 
ured articles  to  the  value  of  $785,000,000,  and  consumed  50,000,000  bushels  of  western 
grain. 

The  eight  States  of  Ohio,  Indiana,  Illinois,  Missouri,  Iowa,  Minnesota,  Wisconsin, 
and  Michigan,  raised,  of  cereals,  in  1850,  310,384,775;  in  1860  (with  less  than  one-sixth 
of  the  land  under  cultivation),  557,551,811;  and  in  1870,  920,000,000  bushels;  the  pop- 
ulation in  those  years  being,  respectively,  5,403,595  in  1850,  8,955,962  in  1860,  and 
12,477,304  in  1870.  At  this  ratio  of  increase  these  States  will  produce,  in  1877  (the 
time  fixed  for  the  completion  of  this  road),  1,518,000,000  bushels  of  grain,  and  will 
have  a  population  of  15,000,000  souls. 

It  will  be  observed  that  the  surplus  productions  have  increased  iu  a  ratio  exceeding 
that  of  the  population.  Of  the  products  of  1877,  which  will  amount  to  more  than  100 
bushels  per  capita  for  these  States,  at  least  one-half  will  be  surplus  or  marketable,  and 
750,000,000  bushels  will  require  to  be  transported;  of  this  the  South  will  require,  say, 
100,000,000  bushels. 

The  cotton  product  east  of  the  Mississippi  River  is  3,200,000  bales.  We  will  com- 
pute it  at  5,000,000  bales  in  1877.  It  requires  for  its  production  the  consumption  of 
15  bushels  of  grain  to  the  bale,  equal  to  75,000,000  bushels  annually;  then  100,000,000 
bushels  will  be  sufficient,  with  the  home  production,  for  the  South. 

Allowing  to  the  present  trunk-railways  and  canals,  including  the  Canadian  lines, 
twice  their  present  grain-tonnage,  which  will  be  372,906,220  bushels,  and  there  will 
be  left  for  the  Continental  over  322,000,000  bushels  of  grain  to  carry  to  market,  or 
185,406,220  bushels  more  than  is  called  for  by  this  computation. 

Then  there  is  an  area,  double  in  extent  of  that  occupied  by  the  States  named,  still 
farther  west,  comprising  States  and  Territories,  portions  of  which  are  already  settled, 
having  extensive  mineral  deposits,  a  salubrious  climate,  and  a  productive  soil,  capable 
of  sustaining  an  immense  population,  approached  by  this  road  at  a  central  point,  giv- 
ing to  its  products  a  direct  outlet  to  the  seaboard.  The  rates  of  carrying  will  have  a 
potent  influence  in  inviting  population  and  business  to  this  road,  as  well  as  in  stimu- 
lating the  production  of  grain,  which  requires  the  cheapest  medium  of  transportation 
which  can  be  devised.  The  product  in  the  States  named  was  over  1,000,000,000  bush- 
els in  1872,  only  about  one-fourth  of  which  was  marketed,  owing  largely  to  high 
freight-charges  and  the  lack  of  facilities. 


164  APPENDIX. 

The  average  cost  of  carrying  wheat  from  Chicago  to  New  York,  by  water,  for  the  last 
six  years,  has  been  20  9-10  cents  per  bnshel ;  the  average  cost  from  point  of  production, 
in  States  west  of  Illinois,  to  Chicago,  is  about  20  cents  per  bushel,  or  44  cents  per  bushel 
from  point  of  production  to  New  York,  via  Chicago,  by  water,  including  the  charges  for 
storage,  transfer,  insurance,  &c,  and  53  cents  by  all  rail,  exclusive  of  these  charges. 
There  was  received  at  New  York,  in  1872,  of  western  grain  by  inland  routes,  86,853,989 
bushels : 

53,711, 100  by  water,  via  Chicago,  cost $24,632,884  00 

33,142,889  all  rail,  via  Chicago,  cost 17,565,731  17 

86,  853,  989  cost 42,198,615  17 

Same  quantity  carried  a  distance  of  1,200  miles  (which  exceeds  the  average  rail- 
<distance  from  the  point  of  production  by  the  Continental  and  connecting  roads)  would 
cost  at  the  prices  herein  named  $18,240,325.19,  saving  in  transportation  $23,958,289.98. 
At  this  rate  the  saving  in  transportation  on  the  entire  cereal  crop  marketed  would  have 
been  nearly  eighty  millions  of  dollars.  There  can  be  no  doubt,  therefore,  that  the  quan- 
tity of  grain  required  for  the  earnings  of  this  road  will  be  obtained  and  transported  by 
it.  An  important  item  for  consideration  in  this  connection  is  the  time  required  by  ex- 
isting routes  for  the  transportation  of  grain  and  flour  from  the  Mississippi  Valley  to 
the  seaboard,  or  the  New  England  and  Middle  States.  Rail-routes  require  the  shortest 
time,  and  they  take  an  average  of  25  days  for  the  transportation  of  grain  and  flour 
from  Saint  Louis,  and  nearly  that  from  Chicago.  This  line  would  require  from  5  to  7 
•days'  average  time  only  between  the  points  named. 

The  animal  food  for  the  older  States  will  be  more  and  more  drawn  from  the  remote 
Western  and  Southwestern  States,  while  the  requirements  for  the  Middle,  Seaboard, 
and  Gulf  States  will  be  augmented  in  proportion  to  their  growth  in  population.  The 
increased  demand  of  the  four  principal  seaboard  cities  is  now  equal  to  1,000,000  head 
of  live  stock  per  annum. 

The  business,  therefore,  of  carrying  live  stock  and  their  products  may  be  safely  an- 
ticipated to  exceed  the  amount  required  by  this  calculation. 

Coal. — Our  coal-area  exceeds  that  of  any  other  country.  Our  consumption  of  coal 
for  1864  was  21,000,000  tons;  for  1872,  41,785,609  tons;  if  it  continues  to  increase  in 
this  ratio,  we  shall  consume  in  1877  62.000,000  tons.  The  coal-tonnage  herein  given 
is,  therefore,  largely  below  that  which  is  sure  to  be  realized,  considering  that  this  road 
passes  through  the  very  heart  of  the  anthracite  region,  and  traverses  300  miles  or  more 
of  bituminous  coal-fields  in  four  States,  while  it  saves  largely  in  distance  to  both  the 
eastward  and  westward  tonnage. 

This  road  passes  through  the  very  center  of  iron  production,  and  the  transportation 
of  the  ore,  the  coal,  limestone,  iron  and  its  multifarious  products  will  require  large 
facilities. 

It  crosses  fifty-one  railways  between  New  York  and  Council  Bluffs,  and  will  shorten 
the  distance  to  forty-five  of  these  roads  over  100  miles. 

While  the  products  named  are  rapidly  increasing  in  quantity,  so  is  the  demand,  and 
were  cheap  rates  of  transportation  inaugurated  it  would  stimulate  to  increased  activity 
all  the  industries  of  the  country,  and  give  the  ability  to  equalize  our  import  and  ex- 
port trade. 

If  further  proof  was  needed  of  the  sufficiency  of  business  for  this  road,  reference  might 
be  had  to  the  population,  wealth,  and  product  of  the  counties  traversed  by  it  and  the 
adjacent  counties. 

These  counties  had  in  1870  a  population  of  2,500,672;  personal  and  real  estate 
valued  at  $2,149,619,985;  they  raised  of  corn,  over  58,000,000  bushels;  wheat,  over 
23,750,000  bushels  ;  rye,  over  3,000,000  bushels;  oats,  over  26,000,000  bushels;  barley, 
over  2,250,000  bushels;  buckwheat,  over  2,000,000  bushels;  making  a  grand  total  of 
115,000,000  bushels  of  grain;  potatoes,  over  10,000,000  bushels;  hay,  3,000,000  tons. 

They  raised  400,000  horses,  1,000,000  head  of  cattle,  the  same  number  of  hogs,  and 
1,125,000  sheep.  Produced  the  value  of  $500,000  in  stone,  $1,500,000  in  iron  ore,  and 
»$l,500,000  in  petroleum;  mined  15,000,000  tons  anthracite,  and  1,500,000  tons  bitumi- 
nous coal. 

There  were  14,850  manufacturing  establishments,  with  $145,000,000  capital ;  wages 
2>aid,  $42,000,000;  material  used,$179, 000.000,  and  products  of  the  value  of  $282,955,561. 

The  adjacent  counties  produce  95,000,000  bushels  of  cereals,  9,000,000  bushels  pota- 
toes; bituminous  coal  to  the  value  of  $10,000,000;  1,000,000  tons  anthracite  coal,  and 
manufactured  products  to  the  value  of  over  $100,000,000. 

We  have  a  population  of  44,000,000  of  people,  who  pay  $800,000,000  per  annum  for 
transportation;  every  man,  woman,  and  child  pay  tribute  to  the  railroads  in  some 
form  for  what  they  eat,  drink,  or  wear.  Complete  and  operate  this  road  upon  the 
basis  herein  named,  and  the  saving  to  the  country  in  a  single  year  on  its  tonnage  will 
nearly  equal  its  total  cost,  while  the  results  will  add  to  the  general  prosperity,  and 
command  the  admiration  of  the  Old  World,  alluring  hither  its  wealth  and  its  indus- 


APPENDIX.  165 

trious  citizens  in  greater  proportion  than  at  any  period  hitherto,  to  aid  in  the  further 
development  of  the  resources  of  our  new  and  wonderful  country. 

All  admit  that  the  road  will  pay  from  the  day  of  completion.  Should  government 
pay  interest  on  the  first-mortgage  bonds  during  construction,  the  amount  paid  would 
be  .$7,500,000,  for  which  advance  the  securitv  of  a  first  lien  upon  property  worth 
$175,000,000  would  be  held. 

APPENDIX  F. 

In  proof  of  the  assertion  that  the  inauguration  of  a  cheap  system  of  transportation 
would  enable  us  to  control  the  supply  of  breadstuffs  to  Great  Britain,  it  is  simply 
necessary  to  state  that  the  wheat-lands  of  England  are  worth  about  $500,  are  rented 
at  $25,  and  yield  25  to  30  bushels  of  wheat  to  the  acre.  So  that  the  English  farmer 
caunot  produce  wheat  at  less  than  $2  per  bushel.  The  wheat-lands  of  Europe,  from 
which  the  main  grain  imports  to  the  United  Kingdom  have  been  drawn,  are  worth 
from  $100  to  $300  per  acre,  and  are  generally  rented  to  the  farmer  at  a  high  price. 
The  average  price  of  wheat  at  Odessa  for  the  past  five  years  has  been  $1.70;  freight 
to  Liverpool  23-,RlT  cents,  or  $1.93T\7  gold  per  bushel  landed  there.  Kouigsberg,  Prussia,, 
ships  largely  of  wheat,  both  of  hoine-production  and  of  the  product  of  Russia  and 
Poland.  The  average  price  at  Kouigsberg  has  been,  for  same  period,  $1.67,  and  freight- 
to  Liverpool  18  cents,  making  $1.85.  The  average  price  at  Berlin,  the  chief  wheat- 
market  in  Germany,  has  been  $1.74-]%.  In  the  other  countries  contributing  to  the 
supply  of  Great  Britain  the  price  approximates  closely  to  those  above  given.  So  that 
the  supply  of  Great  Britain  with  breadstuffs  and  of  some  of  the  countries  of  the  Conti- 
nent by  us  depends  only  upon  cheap  transportation. 

If  we  can  bring  our  cereals  from  the  productive  valleys  to  the  seaboard  at  or  near 
the  prices  named  in  appendix  D,  we  can  supply  those  markets  to  the  exclusion  of  all 
other  countries  and  of  the  home-production  in  Great  Britain,  at  least. 

The  import  demand  of  the  United  Kingdom  for  1873  was  99,000,000  bushels  of  wheat,, 
or  40  per  cent,  of  the  consumption,  but  of  this  amount  the  United  States  furnished 
only  one-fifth,  and  of  other  cereals,  38,000,000  bushels  of  corn,  46,000,000  bushels  of 
oats,  and  19,000,000  bushels  of  barley,  4,000,000  bushels  of  pease,  and  9,000,000  bushels 
of  beans. 

With  the  certainty  of  a  supply  from  the  United  States  at  such  prices  as  we  conld 
afford  to  deliver  the  products,  the  demand  would  be  largely  increased,  as  an  additional 
acreage  is  needed  each  year  in  Great  Britain  for  grazing,  causing  a  gradual  withdrawal 
from  cultivation  of  the  wheat  and  barley  lands  of  the  country,  while  the  seasons  are 
too  cold  for  corn. 

Russia  is  fully  awake  to  the  importance  of  securing  the  trade  of  Great  Britain,  and 
has  very  recently,  by  virtue  of  a  ukase  from  the  Emperor,  changed  her  policy  by 
authorizing  German  railway  companies  to  construct  lines  into  her  wheat  regions,  and 
also  by  subsidizing  her  own  lines  to  enable  them  to  carry  grain  to  the  ports  of  the-. 
Baltic  and  Black  Sea  at  the  lowest  rates. 

By  this  means  she  hopes  to  retain  the  control  of  the  English  markets  and  the  price 
of  the  grain  product  of  America ;  and  although  we  are  much  the  largest  consumers  of 
the  manufactures  of  Great  Britain,  and  therefore  entitled,  in  a  commercial  point  of 
view,  to  the  privilege  of  supplying  her  with  breadstuffs,  we  shall  not  be  able  to  do  so 
without  providing  the  means  for  cheap  transportation. 

TERMINAL  FACILITIES. 

The  company  has  secured  the  ground  necessary  for  its  terminal  facilities  on  a  scale 
commensurate  with  the  capacity  of  its  great  railway,  and  upon  plans  which  will  per- 
mit the  business  of  receiving  and  distributing  the  immense  products  of  the  country 
to  be  done  at  low  cost  and  with  the  utmost  dispatch. 

These  facilities  are  embraced  in  two  systems,  one  upon  the  west  bank  of  the  Hud- 
son River  and  the  other  on  the  bay  below.  That  upon  the  river  occupies  an  area  of 
nearly  300  acres,  and  is  capable  of  being  developed  to  give  6,000  linear  feet  of  piers, 
and  more  than  12,000  linear  feet  of  dock-front,  with  side-tracks  sufficient  for  loading; 
and  unloading  40  traius  in  24  hours,  allowing  6  hours  to  a  train.  The  piers  to  be  cov- 
ered by  warehouses  and  elevators.  Each  story  added  will  give  double  the  storage 
capacity  and  largely  increase  the  trackage. 

I.  The  system  upon  the  bay  is  on  a  more  comprehensive  scale.  It  is  11,250  feet  long- 
from  the  upland  to  deep  water,  the  total  length  of  which  can  be  occupied  with  docks 
and  piers. 

There  are  between  six  and  seven  hundred  acres,  with  capacity  for  63  piers  of  50  feet 
in  width  and  1,365  feet  in  length,  with  an  aggregate  surface  of  4,299,760  square  feet, 
and  a  length  of  85,995  linear  feet.     These  piers  are  constructed  with  a  solid  filling  on 


166  APPENDIX. 

•either  side  of  200  feet  and  408  feet,  respectively,  and  a  grand  canal  in  the  center  400 
feet  in  width.* 

Six  piers  at  the  east  end  (three  on  either  side  of  the  grand  canal  and  perpendicular 
to  the  inner  piers),  each  150  feet  wide,  with  an  aggregate  length  of  9,750  feet  (see  ap- 
pendix G),  containing  1,405,500  square  feet  of  land.  Therefore  the  system  gives  an 
area  of  piers  in  the  grand  aggregate  of  5,705,250  square  feet,  or  equal  to  131  acres,  and 
a  grand  aggregate  of  dock-front  equal  to  190,730  linear  feet. — (See  appendix  H.) 

The  water-ways  between  the  six  outer  piers  are  250  feet  in  width,  and  are  entirely 
independent  of  the  grand  canal. 

II.  The  aggregate  nuniher  of  piers  heing  69,  if  one  train  was  handled  on  each  pier 
it  would  provide  for  that  nuniher  of  trains  at  one  time. 

The  aggregate  net  length  of  the  piers  is  95,365  feet,  which  is  equal  to  18  miles  of 
single-track  railway. 

The  length  of  the  solid  filling  on  either  side  is  11,250  feet.  On  the  north  filling, 
which  is  200  feet  wide,  there  is  room  for  16  tracks,  and  on  the  south  filling,  which  is 
400  feet  wide,  32  tracks,  or,  in  all,  48  tracks  of  11,250  feet  each,  540,000  linear  feet  of 
Bingle-track  railway,  to  which  add  85,365  linear  feet  on  piers,  and  we  have  635,365  linear 
feet  or  120  miles  of  track,  or  enough  to  accommodate  500  trains  at  one  time  hy  allow- 
ing 1,270  feet  to  the  train. — (See  appendix  J.) 

III.  The  gross  linear  feet  of  dock-front,  less  bulk-heads,  pier-heads,  and  waste,  is,  for 
all  purposes  of  commerce,  190,730  linear  feet,  and  as  on  an  average  it  requires  400  feet 
for  all  classes  of  vessels,  there  will  be  berth-room  furnished  for  nearly  500  ships. 

The  aggregate  length  of  the  six  outer  or  eastern  piers  is  9,370  feet,  and  width  150 
feet.  These  six  piers  are  entirely  disconnected  from  the  grand  caual,  and  vessels  lying 
by  the  said  piers  would  not  be  disturbed  by  the  in  and  out  passage  of  vessels  to  reach 
the  inner  piers.  Therefore  they  are  pre-eminently  fitted  for  the  location  of  grain- 
■elevators. 

Their  capacity,  if  properly  utilized  by  the  erection  of  elevators,  would  be  at  least 
«qual  to  70,000,000  bushels  of  grain  in  storage,  and  would  provide  for  the  handling  and 
shipping  in  twelvemonths  often  times  that  amount,  or  700,000,000  bushels  peT  annum. 

There  can  be  at  least  eight  tracks  placed  upon  each  pier,  which  would  provide  for  the 
simultaneous  handling  and  discharging  of  48  trains  loaded  with  grain;  but  admitting 
that  it  would  take  six  hours  to  back  in,  discharge,  and  pull  out  a  traiu  on  each  track, 
it  would  then  give  track-capacity  for  192  trains  in  24  hours,  and  if  each  train  was 
composed  of  30  cars,  carrying  333£  bushels  each,  it  would  equal  300  tons  per  train,  or 
57,600  tons  per  day  of  24  hours,  or,  in  other  words,  each  train  would  carry  10,000 
bushels,  which  would  be  an  average  of  1,920,000  bushels  in  each  24  hours,  or,  for  a  year 
of  300  days,  17,280,000  tons,  or  576,000,000  bushels  of  wheat  or  coru. 

With  a  dock-front  of  190,730  linear  feet,  capable  of  giving  berth-room  to  500  vessels 
at  one  time,  with  an  average  of  two  weeks  to  discharge  and  receive  cargo,  it  would 
furnish  ample  facilities  for  13,000  bottoms  a  year-  If  the  vessels  averaged  1,000  tons, 
it  would  give  a  tonnage-capacity  of  13,000,000  tons  per  annum.  If  this  was  repre- 
sented by  wheat  or  corn  it  would  provide  for  the  shipment  of  more  than  433,000,000 
bushels. 

As  a  proper  elevator  system  on  the  six  outer  piers  is  capable  of  receiving  in  one  day 
1,920,000  bushels,  and  in  one  year  of  300  days  576,000,000  bushels  (see  appendix  G), 
and  the  dock-room  on  six  piers  is  9,370  linear  feet,  it  would  give  room  for  not  less 
than  23  vessels  at  one  time,  each  one  of  which  could  be  loaded  at  the  rate  of  1,000 
tonst  in  4  hours,  or,  allowing  12  hours  per  vessel,  would  load  46  vessels  per  day,  or 
46,000  tous  in  24  hours,  which  would,  in  300  days,  give  13,800,000  tons  of  grain  from 
those  piers  alone. 

One  thousand  two  hundred  and  seventy  feet  will  accommodate  a  freight  train  of  40 
cars  with  locomotive  and  tender. 

Observe  that  each  of  the  63  piers  (50  feet  wide)  is  capable  of  accommodating  a 
double  track,  which  would  give  a  trackage  on  said  piers  of  171,990  feet. 

Observe  that  the  six  outer  piers  are  capable  of  containing  eight  tracks  each,  with  a 
trackage  of  65,550  linear  feet,  to  which  add  171,990  feet  as  above,  and  it  would  give 
a  track  capacity  on  piers  of  237,540  feet,  to  which  add  the  solid  filling,  and  we  have  a 
gross  aggregate  of  777,540  feet  of  track,  or  more  than  147  miles  of  single-track  railway. 

Observe  that,  to  increase  the  storage  capacity,  any  or  all  the  piers  may  be  furnished 
with  elevators  and  be  used  for  that  purpose. 

Observe  that,  if  the  road  can  do  a  business  of  400  trains  per  day  each  way,  of  40 
cars  each,  in  this  system  there  is  an  abundance  of  room. 

*The  slips  or  water-ways  between  these  piers  are  150  feet  in  width. 

tin  Milwaukee  and  Chicago  that  amount  of  grain  is  loaded  in  less  than  four  hours,  and  no  doubt  a 
proper  elevator  system  could  be  increased  50per  cent,  in  its  discharging  capacity  over  the  above  figures. 


APPENDIX. 


167 


CONTRAST. 

The  Erie  Railway  Company  has  in  Jersey  City  and  Weehawken  for  terminal  pur- 
poses, in  daily  use,  less  than  13,000  linear  feet  of  dock-room  (which  includes  both 
bulkheads  and  pier-heads)  for  their  general  freighting  business,  including  grain,  oil, 
coal,  general  merchandise,  and  live  stock,  as  well  as  their  passenger  business. 

Observe,  finally,  that  Manhattan  Island,  or  New  York  City,  now  the  nation's  com- 
mercial banting-house  and  counting-room  (which  with  the  proposed  facilities  for 
moving  cheaply  and  expeditiously  the  rapidly  increasing  and  valuable  products  of  the 
country),  so  soon  destined  to  become  the  great  money  center  of  the  world,  is  circum- 
scribed in  territory,  and  cannot  be  utilized  as  the  national  store-house.  The  great 
bulk  of  western  freights  naturally  seeks  the  west  side  of  the  Hudson,  and  it  is  equally 
convenient  to  have  return  freights  for  the  West  stored  upon  that  side  of  the  River. 
Therefore  these  systems  go  further,  by  providing  ample  facilities  for  all  purposes  (store- 
houses, warehouses,  elevators,  and  even  bonded  warehouses),  to  solve  the  question  of 
cheap  termini  than  any  heretofore  attended. 


Statement  of  average  rate  per  ton  per  mile  charged  on  shipments  of  flour  and  grain  from  Pitts- 
burgh to  Philadelphia  and  New  York  during  the  years  1871,  1872,  and  to  October,  1873. 

[Compiled  for  the  use  of  the  Senate  Committee  on  Transportation  Routes.] 


To  Philadelphia. 


1871.        1872.        1873. 


To  New  York. 


1871.        1872.        1873, 


January  .. 
February  . 

March 

April 

May 

June 

July 

August . . . 
September 
October . . . 
November 
December 


.0138 

.0138 

.0128 

.0089 

.01 

.  0091 

.01 

.01 

.0091 

.  0122 

.0144 

.0144 


.0138 

.0138 

.0128 

.01 

.01 

.0091 

.0091 

.0091 

.0091 

.0128 

.0138 

.0128 


.0138 

.0138 

.0136 

.0130 

.01 

,0091 

.0091 

.0091 

,0091 

,0117 


.015 

.015 

.0147 

.011 

.0114 

.0106 

.  0123 

.0119 

.011 

.0141 

.015 

.0147 


.015 

.015 

.0147 

.0149 

.0114 

.0106 

.0106 

.0106 

.0106 

.0145 

.015 

.0145 


.015 

.015 

.0147 

.0147 

.0117 

.0106 

.0106 

.0106 

.0106 

.0123 


Average  annual  lake  freights  on  wheal  and  corn  from  Chicago  to  New  York,  1861  to  1872, 

inclusive. 


Year. 

Wheat  per 
bushel. 

Corn    per 
bushel. 

Year. 

Wheat  per 
bushel. 

Corn    per 
bushel. 

1861 

Cents. 

11.5 

10.5 

7.5 

9.6 

9.8 

13.4 

Cents. 

10.6 
9.6 
6.6 
8.9 
9.1 

11.5 

1867 

Cents. 
6.7 
7.1 
6.8 
5.9 
7.6 
11.1 

Cents. 
5  4 

1862 

1868 

6  0 

1869  .. 

6  3 

1864 

1870 

5  4 

1865 

1871 

7. 1 

1866 

1872 

10.  3 

168  APPENDIX. 

Annual  report  of  the  auditor  of  the  canal  department  of  the  Stale  of  New  York  for  1872. 


Tear. 

Ur-FREIGHT     PER     TON    FROM 
ALBANY  TO  BUFFALO. 

DOWN-FREIGHT  PER  TON  FROM 
BUFFALO  TO  ALBANY. 

Average 
per  year. 

Tolls  de- 
ducted. 

Leaviug 
freight. 

Average 
per  year. 

Tolls  de- 
ducted. 

Leaving 
freight. 

1830 

$20  00 
10  80 

20  00 
14  80 
16  40 
16  00 

21  00 
18  00 

$10  22 
10  22 
10  22 
8  76 
6  57 
6  57 
6  57 
6  57 

$9  78 
9  58 
9  78 
6  04 
9  83 
9  43 
14  43 
12  03 

$9  07 

8  89 

9  26 
8  15 
7  68 

6  29 

7  13 
7  50 

$5  11 
5  11 
5  11 
3  65 
3  28 
3  28 
3  28 
3  28 

$3  96 
3  78 

1831 

1832 

1833 

4  50 

1834 

4  40 

1835 

3  04 
3  85 

1836 

1837 

4  92 

Annual  average  from  1830  to  1837,  8 

18  32 

8  21 

10  11 

8  00 

4  01 

1838 

17  80 
17  80 
16  60 

12  20 

13  20 
11  20 
13  00 

9  60 

6  57 
6  57 
6  57 
6  57 
6  57 
6  57 
6  57 
6  57 

11  23 
11  23 
10  03 

5  63 

6  63 
4  63 
6  43 
3  03 

6  76 

6  94 

7  50 
6  57 
6  02 
5  56 

5  56 

6  57 

3  28 
3  28 
3  28 
3  28 
3  28 
3  28 
3  28 
3  28 

3  48 

1839 

1840 

4  92 

1841 

3  29 

1842  

2  74 

1843 

2  °8 

1844 

2  28 

1845 

3  99 

13  92 

6  57 

7  35 

6  43 

3  28 

3  15 

1846  

8  00 

7  80 
7  80 
7  80 
7  20 
6  20 
5  20 
5  60 

4  80 

4  80 
4  80 
4  80 
4  80 
4  40 
2  92 
2  92 

3  20 
3  00 
3  00 
3  00 
2  40 

1  80 

2  28 
2  68 

5  92 
7  13 
5  37 
5  18 
5  48 
4  71 

4  90 

5  18 

2  92 

2  92 
2  92 
2  92 
2  92 
2  19 
2  19 
2  19 

3  00 

1847 

4  21 

1848 

2  45 

1849 

2  °6 

1850 

2  56 

1851 

2  52 

1852 

2  71 

1853 

2  99 

6  95 

4  28 

2  67 

5  48 

2  64 

2  84 

1854  

5  00 
5  00 
5  40 
4  80 
2  80 
2  40 
2  40 
2  20 

2  92 
2  92 
2  92 
2  92- 
1  46 
70 
1  40 
1  40 

2  08 
2  08 
2  48 
1  88 
1  34 
1  70 
1  00 
80 

4  81 

4  81 

5  56 
4  26 
3  14 

2  87 

3  88 

4  26 

2  19 
2  19 
2  19 
2  19 
1  46 
1  41 
1  41 
1  76 

2  62 

1855 

2  62 

1856 

3  37 

1857 

2  07 

1858 

1  68 

1859 

1  46 

1860 

2  47 

1861 

2  50 

Annual  average  from  1854  to  1861,  8 

3  75 

2  08 

1  67 

4  20 

1  85 

2  35 

1862 

2  50 
2  50 
2  60 
2  50 
2  60 
2  60 
2  60 
2  60 
2  60 
2  60 
2  60 

1  40 
1  40 
1  05 
1  05 
1  05 
1  05 
1  05 
1  05 
1  05 
1  05 
1  05 

1  10 
1  10 
1  55 
1  45 
1  55 
1  55 
1  55 
1  55 
1  55 
1  55 
1  55 

4  42 

4  17 

5  32 
4  72 
4  82 
4  44 
4  44 
4  72 
3  06 
3  70 
3  70 

2  11 
2  11 
2  11 
2  11 
2  11 
2  11 
2  11 
2  11 
1  05 
1  05 
1  05 

2  31 

1863  

2  06 

1864 

3  21 

1865 

2  61 

1866 

2  71 

1867 

2  33 

1868 

2  33 

1 869 

2  61 

1870 

2  01 

1871 

2  65 

1872  

2  65 

Annua]  average  from  1862  to  1872,  11 

2  57 

1  12 

1  45 

4  38 

1  90 

2  48 

Annual  average  from  1830  to  1872,  43 

8  79 

4  29 

4  50 

5  63 

2  69 

2  94 

Average  from  1830  to  1833,  4  years 

Average  from  1834  to  1837,  4  years 

Average  from  1838  to  1841,  4  years 

Average  from  1846  to  1849,  4  vears 

Average  from  1858  to  1861,  4  years 

18  65 
18  00 
16  10 
,11  75 
7  85 
6  05 
5  05 
2  45 
2  52 
2  60 

9  85 
6  57 
6  57 
6  57 
4  80 
3  76 
2  92 
1  24 
1  22 
1  05 

8  80 
11  43 

9  53 
5  18 
3  05 
2  29 
2  13 
1  21 
1  30 
1  55 

8  84 
7  15 
6  94 
5  93 
5  90 
5  07 
4  86 

3  54 

4  66 
4  13 

4  74 
3  28 
3  28 
3  28 
2  92 
2  37 
2  19 

1  51 

2  11 
1  80 

4  10 
3  87 
3  66 
2  65 
2  98 
2  70 
2  67 
2  03 
2  55 
2  33 

APPENDIX.  1G9V 

STATEMENT  IN  REGARD  TO  THE  EXPORTATION  OF  GRAIN,  PREPARED 
FOR  THE  SENATE  COMMITTEE  ON  TRANSPORTATION  BY  MESSRS.  HUGH 
McLENNAN  AND  THOMAS  RIMMER,  OF  MONTREAL,  CANADA. 

The  general  use  of"  the  Atlantic  cahle  has  greatly  changed  the  trade  in  breadstuff's  in 
some  important  respects.  The  Associated  Press  of  New  York  receives  and  publishes 
quotations  of  the  Liverpool  market  three  times  daily ;  quotations  are  also  received 
each  day  from  London.  These  quotations,  particularly  those  from  Liverpool,  are  trans- 
mitted by  telegraph  to  every  market  on  this  continent,  and  have  considerable  influ- 
ence on  daily  prices.  Our  markets  are,  therefore,  more  strongly  affected  by  European 
fluctuations  than  formerly.  With  these  and  other  quotations,  and  the  rates  of  freight 
and  insurance  before  them,  exporting  merchants  can  make  offers  by  cable  at  a  gross 
price,  including  cost,  freight,  and  insurance,  to  their  correspondents  in  Europe. 

One  firm  in  Montreal  ships  in  this  way  between  three  and  four  million  bushels  of 
grain  annually,  consisting  chiefly  of  wheat  and  Indian  corn.  Between  80  and  90  per 
cent,  of  that  aggregate  is  the  produce  of  the  United  States,  the  remainder  being  the 
produce  of  Canada.  This  business  takes  that  firm  to  Chicago  and  Milwaukee  as  pur- 
chasers to  that  extent;  for,  as  a  rule,  no  Western  States  grain  is  consigned  to  Mont- 
real. It  will  thus  be  readily  understood  that  the  business  of  the  leading  houses  here 
with  the  West  is,  at  times,  very  extensive.  It  will  also  be  evident  that,  in  making 
offers  by  cable,  Canadian  merchants  must  keep  in  view  the  state  of  the  New  York 
market  ;  for  their  correspondents,  having  quotations  as  well  from  that  quarter,  will 
naturally  give  the  order  to  the  lowest  bid.  Thus  Montreal  furnishes  a  very  important 
outlet  for  Western  States  produce,  not  only  in  consequence  of  her  merchants  being 
large  purchasers  in  the  western  markets,  but  in  that  it  is  their  interest  to  get  the 
grain  to  this  point  as  cheaply  as  possible;  thus  offering  a  wholesome  competition  as 
a  second  port  of  export.  It  is,  therefore,  very  much  to  the  advantage  of  the  producer 
in  the  Western  States  that  the  route  eastward  to  the  seaboard  via  the  Saint  Law- 
rence should  be  developed  to  the  utmost,  because  ocean-freights  are  sometimes  low 
from  Montreal,  and  favor  shipment  hence  rather  than  from  New  York. 

It  is  to  be  observed  that  while  95  per  cent,  of  the  corn,  and  probably  85  per  cent,  of 
the  wheat,  raised  east  of  the  Rocky  Mountains,  is  consumed  in  the  United  States — 
leaving  5  per  cent,  of  the  former  and  15  per  cent,  of  the  latter  for  export — this  smaller 
quantity  that  is  exported  controls  the  price  of  the  whole  crop.  Cheapness  and  facil- 
ity of  transport  to  the  seaboard,  combined  with  moderate  rates  of  ocean-freight,  being 
what  affect  the  price  which  the  exporting  merchant  can  afford  to  pay  for  the  grain  : 
these  are  obviously  the  conditions  that  rule  the  price  to  the  producer  of  the  entire 
crop.  It  must  also  be  borne  in  mind  that  the  price  which  the  English  purchaser  can 
pay  is  regulated  by  the  price  of  wheat  in  other  countries.  There  are  enormous  quan- 
tities of  wheat  and  corn  shipped  from  the  Black  Sea  ports,  and  American  grain  has  to 
compete  with  these  in  English  markets.  This  point  calls  for  very  close  attention  on 
the  part  of  the  trade  here.     The  following  remarks  will  illustrate  this: 

The  improvements  effected  in  the  navigation  of  the  Danube,  and  in  the  port  of  Sulina 
at  its  entrance  to  the  Black  Sea,  have  opened  up  this  river  for  large  inland  craft,  and 
ocean-steamers  can  now  load  to  a  draught  of  19  feet  or  more.  The  practicable  draught 
ten  years  ago  was  10  or  12  feet.  This  river  drains  a  territory  of  over  300,000  square 
miles,  adapted  to  the  raising  of  corn  and  wheat ;  labor  is  cheap,  and  rates  of  freight 
are  moderate.  Danubian  corn  is,  as  to  quality,  preferred  to  Northwestern,  and  can 
be  delivered  in  the  English  markets  at  an  equally  low  price,  generally  speaking ;  while 
there  are  seasons  when  it  can  be  delivered  some  shillings  a  quarter  below  the  price  of 
corn  from  the  United  States. 

The  great  extension  of  railways  in  Russia  has  opened  up  an  enormous  wheat-growing 
country,  and  the  shipments  of  Ghirka  wheat  at  Odessa  are  very  large,  and  are  in- 
creasing annually.  This  wheat  comes  into  close  competition  with  No.  2  western  spring, 
being  of  the  same  class,  although  the  latter  always  commands  a  preference,  if  at  same 
price.  It  is  noticeable  that  while  Odessa-Ghirka  is  produced  and  shipped  at  a  con- 
stantly decreasing  rate  of  cost,  owing  to  increasing  facilities,  the  contrary  is  the  case 
with  American  wheat ;  and  western  spring  appears  to  be  increasing  in  price  rather 
than  declining.  Improved  cultivation  and  housing  has  caused  a  marked  improvement 
in  the  quality  and  condition  of  the  Russian  wheat — and  this  reduction  in  cost  and  im- 
provement in  quality  appear  to  be  continuous.  Details  of  prices  for  a  series  of  years 
are  not  presently  at  hand;  but  it  may  be  mentioned  that  Odessa-Ghirka  sells  at 
about  Is.  to  2s.  per  quarter  below  the  price  of  No.  2  Milwaukee  spring  in  the  English 
markets.  If,  therefore,  the  wheat-growing  States  in  the  West  and  Northwest  would 
keep  their  foreign  grain-trade,  they  must  largely  increase  the  facilities  for  reaching 
the  seaboard ;  and  it  seems  to  be  of  especial  importance  that  they  encourage  the  Saint 
Lawrence  route,  thereby  securing  a  second  seaport  (Montreal)  and  a  healthy  compe- 
tition in  ocean-freights. 

In  seasons  wheu  the  condition  of  grain  is  a  little  doubtful,  the  Saint  Lawrence  route 
seems  to  offer  an  especial  advantage. 


170  APPENDIX. 

In  further  illustration  of  the  circumstances  arid  conditions  with  which  the  American 
grain-exporter  has  to  contend  it  may  he  remarked  that  the  area  from  which  Great 
Britain  draws  supplies  of  wheat  becomes  enlarged  in  proportion  to  the  advance  in 
prices  in  the  English  markets.  During  the  early  part  of  the  present  year  (1873)  when 
wheat  was  60s.  a  quarter,  orders  were  sent  to  the  East  Indies,  the  Cape  of  Good  Hope, 
South  America,  Oregon,  Adelaide,  in  South  Australia,  and  other  distant  places,  the  high 
price  permitting  importers  to  pay  the  rates  of  freight  that  would  command  sail  and 
steam  tonnage.  But  at  50s.  a  quarter  importers  cannot  afford  to  pay  the  necessary 
rates  of  freight,  aud  consequently  draw  supplies  from  a  more  contracted  circle.  San 
Francisco,  although  distant,  may  continue  to  ship  wheat  even  when  prices  rule  low  in 
England,  but  the  places  before  mentioned  will  cease  to  export  to  Great  Britain. 

When  wheat  is  brought  to  England  from  very  remote  places,  such  as  those  above  re- 
ferred to,  the  effect  is  to  increase  rates  of  ocean-freight,  even  on  short  voyages.  Ameri- 
can wheat  now  going  into  England  is  subject  to  unusually  high  freights,  and  is  met  on 
the  markets  with  wheat  shipped  from  distant  ports  in  January  and  February  last. 
When  prices  in  England  are  low  importations  can  only  be  profitably  made  from  near 
ports,  which  economize  charges  of  freight,  interest,  and  insurance.  The  length  of 
voyage  by  freight  steamer  from  Bordeaux  and  Nantes  to  London  is  three  days;  the  rate 
of  freight  2s.  6d.  per  quarter.  From  Saint  Petersburg  the  voyage  occupies  eight  days, 
and  the  rate  of  freight  is  4s.  6d.  and  5s.  per  quarter.  Thus,  from  French  ports  the 
time  occupied  by  the  voyage  and  the  rates  of  freight  are  about  one-fourth,  and  from 
Northern  Russia  about  one-half,  of  the  corresponding  items  from  the  Atlantic  ports  of 
North  America. 

Against  such  formidable  competition  the  position  of  the  export  grain-trade  of  the 
United  States  and  of  this  Dominion  is  not  satisfactory.  Producers  must  be  content  to 
accept  lower  prices,  or  means  must  speedily  be  devised  for  the  reduction  of  internal 
charges. 

The  rate  of  insurance  upon  grain-cargoes  from  Chicago  or  Milwaukee  to  Montreal, 
via  Kingston,  by  water,  by  steam  propeller  or  schooner,  is  90  cents  to  $1  per  $100. 
This  includes  risk  by  barge  if  transshipped  at  Kingston  ;  also  the  risk  while  at  Kings- 
ton. This  is  the  summer  rate,  increasing  as  the  season  advances,  in  same  proportion 
as  other  lake-routes.  No  insurance  is  paid  on  shipments  by  rail,  the  Grand  Trunk 
Railroad  Company  (like  other  lines)  being  responsible  for  delivery. 

Marine  insurance  on  produce  shipped  by  steamers  from  Montreal  to  Europe  is  i  to  f 
of  1  per  cent,  in  summer,  increasing  to  2|  per  cent,  at  close  of  navigation.  By  first- 
class  sailing  vessel  the  summer  rate  of  insurance  is  f  of  1  per  cent.,  increasing  to  3 
or  4  per  cent,  at  the  close  of  navigation.  The  rate  on  vessels  of  a  lower  class  is  diffi- 
cult to  quote;  it  depends  upon  the  ship,  and  is  generally  high. 

The  summer  rate  rules  during  the  months  of  May,  June,  July,  and  August,  the 
gradual  advance  commencing  in  Sei>tember. 

The  annual  report  of  the  secretary  of  the  Montreal  Board  of  Trade  and  Corn  Ex- 
change Association  for  the  year  1872  contains  a  comprehensive  table  (see  p.  54),  which 
indicates  the  progress  and  variations  of  the  grain-trade  of  Montreal  during  a  period 
of  twenty-eight  years.  The  figures  given  there  for  the  years  1860  to  1864  show  a  large 
increase  of  business,  resulting  from  abundant  crops  and  the  disarrangement  caused  by 
the  war.  A  decrease  followed,  the  lowest  point  in  receipts  of  wheat  being  touched 
in  1866;  the  crop  in  that  year  being  a  comparatively  light  one.  In  1867  the  corn-crop 
of  the  United  States  yielded  less  than  an  average,  and  Great  Britain  was  supplied,  to 
a  large  extent,  from  Hungary. 

It  will  be  observed  that  for  many  years,  in  fact  since  the  completion  of  the  Saint 
Lawrence  canals,  the  grain-export  trade  via  the  port  of  Montreal  has,  with  slight 
variations,  risen  in  about  the  same  ratio  as  that  of  New  York. 

From  the  nature  of  the  grain-trade  the  opinion  does  not  seem  to  be  entertained  in 
Montreal  that  contracts  through  from  Chicago  to  Liverpool  can  be  conveniently  under- 
taken, as  a  rule,  by  any  line,  owing  to  the  difficulty  of  making  prompt  connection  at 
Montreal  between  inland  and  ocean  craft,  a  few  hours  either  way  being  of  serious 
consequence  to  owners  of  steamers.  It  is,  moreover,  found  to  be  more  convenient  to 
depend  here  upon  the  supply  of  freight  offering  in  the  market.  No  such  through  con- 
nectiorif>bas  hitherto  been  made,  except  by  rail  in  the  winter  season,  by  proprietors  of 
steamship  lines.  All  things  considered,  there  is  no  good  reason  to  doubt  that  Mon- 
treal and  New  York  merchants  will  continue  to  be  the  connecting  link  between  the 
western  merchants  and  the  Liverpool  ones. 

During  the  winter  season,  in  the  absence  of  a  constant  flow  of  trade,  railway  lines 
have  arrangements  to  divide  through  rates  via  Baltimore  and  Portland,  to  provide 
return  freights  for  the  few  steamers  leaving  these  ports.  The  small  trade  done  in  that 
Avay,  at  least  in  the  case  of  the  Portland  steamers,  is  on  account  of  Montreal  merchants. 

In  brief,  the  problem  of  eastern  transportation  for  the  products  of  the  Western  and 
Northwestern  States  will  be  solved  by  the  replies  to  the  following  questions: 

1.  How  can  sufficient  mechanical  water-way  be  provided  for  exit  from  the  West  to 
a  port  of  export  to  Europe  ? 


APPENDIX.  171 

2.  How  far,  in  constructing  such  an  outlet,  can  the  option  of  competing  ports  or 
markets  be  advantageously  held  open  to  the  owner  of  grain  in  transit  ? 

3.  At  what  point  does  the  interest  of  the  producer  cease? 

4.  What  are  the  usual  agencies  and  participators  in  the  transfer  of  grain  from  the 
accumulating  ports  at  the  West  to  the  consuming  ports  in  Europe,  speculatively  and 
financially  considered? 

5.  With  Chicago  and  New  York  City  as  the  objective  points,  what  canal-route  would 
be  the  most  economical  for  transportation  of  grain  ? 


LETTER  ADDRESSED  THE  CHAIRMAN  BY  HON.  HUGH  McLENNAN,  OF 

MONTREAL. 

Office  Board  of  Trade, 

Montreal,  November  1,  1873. 

Di:ar  Sir:  In  response  to  yours  of  21st  ultimo,  Mr.  Patterson  has  prepared  the 
figures  giving  the  rates  of  freight,  so  far  as  procurable,  during  the  last  five  years  be- 
tween Chicago  and  Montreal.  Your  letter  would  indicate  the  probable  termination  of 
the  correspondence  at  this  point,  and  I  feel  called  upon  in  behalf  of  our  Canadian  in- 
terests to  express  our  appreciation  of  the  comprehensive  range  your  committee  has 
taken  from  the  time  you  entered  upon  the  special  duty  intrusted  to  you,  knowing,  as 
we  do,  the  character  and  extent  of  investigation  necessary  to  enable  you  to  form  an 
opinion  upon  the  most  practicable  manner  of  affording  relief  to  the  producer  and  con- 
sumer of  breadstuffs,  now  stultified  by  inadequate  and  over-costly  modes  of  transpor- 
tation. While  we  were  fully  sensible  of  the  probable  advantages  to  us  of  being  included 
in  the  estimate  of  possible  resources  toward  obtaining  the  relief  required,  and  were 
desirous  of  giving  every  information  at  our  disposal,  we  find  that  in  the  process  of  the 
inquiry  we  observed  principles  governing  our  relations  with  the  United  States  hitherto 
not  so  fully  comprehended,  and  perhaps,  by  the  experience,  gained  some  facility  in  the 
ability  to  gather  up  points  more  concisely  having  reference  to  trade  and  the  hinderances 
to  its  greater  increase  in  the  past,  while  seeing  changes  that  would  call  forth  a  more 
rapid  development  in  the  future. 

The  documents  placed  before  you,  largely  in  reply  to  your  inquiries,  give  you  the 
following  points: 

The  dependence  of  the  great  grain- growing  countries  of  the  world  upon  Great 
Britain  for  the  establishment  of  current  prices ;  that  any  local  di munition  of  quantity 
produced  in  one  country  ordinarily  furnishing  part  of  her  supply,  does  not  geneally 
carry  the  price  upward;  that  the  country  or  locality  affected  drops  out  of  the  general 
market  for  the  time  being,  and  prices  only  attain  to  such  advance  as  her  own  require- 
ments will  sustain  ;  that  when  the  demand  and  price  have  to  take  in  the  wider  cir- 
cuit, as  California  and  Australia,  or  disproportionately  from  America,  in  order  to  com- 
plete the  supply,  the  rate  of  freight  on  account  of  the  additional  service  required  by 
distance  is  proportionately  increased  on  the  whole  supply  ;  that  to  compete  favorably, 
the  internal  lines  of  navigation  on  our  continent  must  be  improved  at  least  as  rapidly 
as  those  of  other  countries  competing  for  the  supply  of  Great  Britain,  otherwise  the 
producer  of  the  West  will  continue  to  be  at  such  a  disadvantage  under  our  ordinary 
range  of  prices  as  to  give  him  a  very  small  return  for  his  labor,  notwithstanding  the 
advantages  of  soil  and  climate  with  which  he  is  favored. 

The  Canadian  branch  of  commerce  which  we  may  be  assumed  to  represent  in  the 
present  inquiries,  does  not  pretend  to  otter  a  solution  of  your  difficulties  such  as  will 
obviate  the  necessity  of  fostering  every  other  available  avenue  of  tranportation  that 
can  economize  the  cost ;  our  progress  must  stimulate  other  routes  in  the  competition 
which  has  hitherto  existed.  The  Welland  and  Saint  Lawrence  Canals  made  the  en- 
largement of  the  Erie  Canal  a  necessity  in  former  times,  and  the  increase  in  the  size 
of  lake  vessels  beyond  the  present  dimensions  of  the  Welland  returns  the  necessity 
upon  us,  which  we  are  now  prepared  again  to  overcome,  while  each  route  will,  no  doubt, 
continue  to  contend,  in  fair  and  honorable  effort,  for  the  trade  of  the  interior  with 
Europe.  But  owing  to  the  existence  of  many  other  influences,  such  as  the  amount  of 
tonnage  giving  preterence  to  different  Atlantic  and  Saint  Lawrence  ports  on  account 
of  the  import  trade,  ownership,  financial  facilities,  speculative  enterprise  on  the  part 
of  dealers  in  grain,  and  a  multitude  of  causes,  no  one  port  can  increase  its  grain-trade 
largely  out  of  proportion  to  the  other  business  of  the  port;  any  large  increase  enhances  the 
cost  of  ocean  freight  and  other  charges  to  a  point  that  will  give  some  rival  port  the  next 
opportunity.  The  Atlantic  cable  and  the  European  merchant  act  as  ready  regulators 
between  the  competing  ports. 

We  are  now  enlarging  our  canals ;  not  from  lack  of  capacity  for  even  a  ten-fold 
trade,  but  because,  for  reasons  stated,  we  find  we  cannot- bring  grain  to  Kingston  at 


172  APPENDIX 

a  rate  proportionate  to  that  obtainable  to  Buffalo,  and  hence  our  disadvantage  in  compe- 
tition with  that  route. 

The  service  of  transportation  via  the  Saint  Lawrence,  taking  Great  Britain  as  the 
destination  from  the  lake  ports,  is  largely  divided  into  three  interests.  About  three- 
fourths  of  the  lake  craft  carrying  grain  to  Kingston  are  of  American  ownership,  partly  owing, 
I  believe,  to  the  increasing  wealth  produced  by  that  branch  of  industry,  ami  which, 
as  is  commonly  the  case  in  all  businesses,  is  returned  in  additional  craft,  to  repeat  the 
same  result,  while  the  trade  is  sustained  by  the  adaptability  of  a  large  class  of  the 
population  of  the  lake  cities  for  that  particular  service.  Moreover,  the  disadvantages 
under  which  ship-building  in  the  United  States  has  been  stated  to  suffer  have  been 
largely  overestimated;  so  long  as  they  are  not  subjected  to  the  competition  that 
would  arise  from  the  right  of  purchase  of  foreign  vessels,  I  believe  that  the  lake  trade, 
not  only  to  Buffalo  and  Oswego,  but  to  Kingston  as  well,  will  continue  to  be  conveyed 
principally  in  American  craft. 

At  Kingston  our  barge  service  commences,  and  our  French  Canadian  population  are 
peculiarly  adapted  for  this  service,  and  this  portion  of  the  route  is  easily  supplemented 
to  provide  for  even  a  sudden  increase.  A  civil  engineer  of  the  highest  repute  (Walter 
Shanley,  esq.),  who  has  studied  the  subject  of  Canadian  internal  navigation  in  all  its 
phases,  has  expressed  the  opinion  that  transportation  from  Kingston  to  Montreal  can 
be  much  more  expeditiously  and  economically  accomplished  by  barge  service,  practi- 
cally making  that  port  the  lower  limit  of  lake  navigation. 

Assuming  that  the  cheapest  mode  of  transporting  graiu  is  by  sail  from  the  lake 
ports  to  Buffalo,  Oswego,  and  Kingston  (and  in  the  increase  of  the  trade,  sailing  crafts 
continue  to  compete  successfully  with  steam),  the  enlargement  of  the  Welland  Canal 
will  admit  of  the  larger  vessels  coming  to  Lake  Ontario,  reducing  the  difference  of 
freight  now  existing  between  Buffalo  and  Lake  Ontario  ports  40  to  50  per  cent.,  and 
enable  the  Canadian  grain-purchaser,  for  export,  to  compete  more  successfully  with 
the  Atlantic  ports. 

The  limit  of  trade  has,  in  the  past,  not  been  owing  to  a  lack  of  lake  craft.  The  ex- 
treme rates  paid  on  different  occasions,  and  sounded  as  the  note  of  alarm,  have,  as 
during  a  few  weeks  this  season,  been  a  reaction  from  a  very  low  rate  of  lake  freight, 
that  had  driven  the  tonnage  to  other  employment.  Onr  river-barge  capacity  has  like- 
wise kept  pace  with  the  requirements  of  trade  at  a  uniform  rate  of  4  cents,  with  the 
exception  of  this  season,  under  an  advance  in  labor,  increased  to  4£  cents. 

The  ocean  tonnage  that  could  be  secured  for  the  grain  trade  from  the  Saint  Lawrence 
has,  therefore,  been  the  measure  of  our  imports  of  grain  from  the  West  in  the  past.  Your 
facilities  of  transportation  have  been  overtasked  from  two  causes:  the  abrogation  of 
the  reciprocity  treaty,  putting  a  prohibitory  duty  upon  coarse  grains,  cut  off  the  sup- 
ply from  the  province  of  Quebec  for  New  England  and  forced  that  section  to  draw  from 
the  West,  to  the  disadvantage  of  every  interest  concerned.  Under  the  reciprocity 
treaty  Quebec  supplied  oats  produced  in  this  climate,  of  better  quality  than  in  the 
West;  and  under  a  liberal  interpretation  of  the  revenue  laws,  corn  and  wheat,  the 
products  of  the  Western  States,  were  admitted  from  Montreal  into  New  England. 

While  we  expect  much  advantage  from  the  enlargement  of  the  canals,  in  competing 
for  the  portion  of  your  surplus  products  exported,  yet  the  amount  of  ocean  tonnage 
under  existing  regulations  must  continue  to  be  the  limit  of  onr  trade  with  the  West. 
The  privilege  of  selling  grain  or  flour,  the  products  of  the  Western  States,  to  New 
England,  without  hinderance  or  charge,  would,  even  with  our  preseut  canal  facilities, 
enable  us  to  import  largely  from  the  West;  not  only  to  obtain  that  additional  trade, 
but  with  that  as  an  alternative  for  surplus,  our  export-trade  by  sea  would  assume 
larger  proportions.  The  vessel-owner  or  charterer  now  acts  with  caution,  fearing  that 
the  tonuage  may  exceed  the  volume  of  freight  offering.  The  grain  operator,  if  he  now 
orders  in  excess  of  the  tonnage,  has  no  alternative  but  to  store  until  relieved  by  ad- 
ditional arrival  of  vessels.  Last  season  we  had  a  surplus  of  grain  of  over  one  million 
bushels,  which  had  to  be  held  in  store  until  this  summer,  to  the  serious  embarrass- 
ment of  all  parties  concerned.  During  last  month  (October)  our  lake  and  river  craft 
could  conveniently  have  brought  an  additional  million  bushels  had  they  not  been 
over-cautious.  With  the  privilege  of  the  New  England  trade  we  would  supply  part 
of  it  with  great  advantage,  particularly  as  a  winter  depot,  and  would  probably  double 
our  export-trade ;  all  thus  tending  to  the  relief  of  the  West.  With  this  trade  open  to 
us  the  Dominion  government  would,  no  doubt,  construct  the  Caughnawaga  Canal, 
making  it  a  portion  of  the  Saint  Lawrence  canal  system;  but  to  do  so  now  would  be 
out  of  the  question,  as,  after  its  construction,  Canadians  would  practically  be  excluded 
from  the  use  of  it. 

A  consideration  of  iuternational  relations,  having  in  view  the  interests  of  both 
countries,  would  include  the  improvement  of  the  channel  in  rivers  owned  in  common 
(as  the  Detroit  River,  and  navigation  between  Lakes  Erie  and  Huron),  the  common 
use  of  the  lakes  and  canals,  under  the  same  rules,  and  a  specified  maximum  of  charge 
on  the  latter.  Also  the  construction  of  the  Caughnawaga  Canal,  and  the  right,  in  re- 
turn, of  Canadian  craft  to  navigate  Lake  Champlain  and  the  Hudson  River  and  con- 


APPENDIX.  173 

necting  canals,  with  the  re-entry  of  western  grain  from  Canadian  vessels,  as  free  from 
restrictions  as  if  being  conveyed  by  American  craft;  giving  New  England  and  New 
York  the  advantage  of  cheap  water-commimication,  and  affording  a  mode  of  relief  to 
onr  trade  from  excessive  importations  of  grain  from  the  West.  Further,  giving  Ameri- 
can craft  all  corresponding  privileges  obtained  for  Canadian,  which  would  enable  the 
former  to  load  coal  at  Pictou,  or  other  Dominion  ports,  for  the  Saint  Lawrence,  thus 
utilizing  a  large  amount  of  tonnage  that  now  conies  from  Atlantic  ports  to  Montreal 
in  ballast,  to  procure  cargoes  of  lumber  for  South  America.  The  shipments  of  lumber 
this  season  are  about  60,000,000,  while  our  coal  has  averaged  this  season  $3  per  ton, 
the  proposed  amendment  to  the  law  being  likely  to  not  only  prove  profitable  to  the 
vessels,  but  a  great  advantage  to  the  commerce  of  the  Dominion. 
I  have  the  honor  to  be,  dear  sir,  your  obedient  servant, 

hugh  Mclennan, 

J' resident  Board  of  Trade. 
Hon.  William  Windom, 

Chairman  of  the  United  States  Senate  Committee  on  Transportation  Routes, 

Washington,  D.  C. 


ANSWERS  TO  INQUIRIES  IN  REGARD  TO  THE  ECONOMY  OF  TRANSPORT 
BY  RAIL,  BY  COL.  JOSEPH  D.  POTTS,  PRESIDENT  OF  THE  EMPIRE 
TRANSPORTATION  COMPANY. 

Queries  of  Hon.  Win.  Windom,  chairman  Senate  Transportation  Committee,  and  the 
replies  thereto : 

Query  1.  What  is  the  speed  of  maximum  profits  of  freight-trains,  fourth-class 
freights  ? 

Reply  1.  No  definite  reply  is  possible.  The  same  tracks  are  used  for  passenger  trains, 
for  repair-trains,  and  for  trains  moving  other  freight  than  fourth  class.  No  one  can 
define  the  exact  proportion  which  each  of  these  different  varieties  of  service  is  charge- 
able with  in  respect  to  the  work  of  any  worn-out  rail,  of  any  decayed  tie,  of  any  snow- 
blockade,  of  any  damage  by  flood  or  fire.  The  cost  of  engines  can  be  proportioned 
with  reasonable  accuracy,  as  can  also  the  repairs  to  cars  and  train-hand  expenses,  but 
track-repairs,  general  expenses,  and  many  other  joint  items  of  cost  can  only  be  divided 
arbitrarily,  and  therefore  with  only  an  approximation  to  accuracy.  The  same  may  be 
said  with  regard  to  the  degree  of  increase  of  cost  resulting  from  an  increase  of  speed. 
There  are  no  actual  reliable  data  obtainable  on  this  point,  except  in  regard  to  a  very 
few  items  of  cost,  for  the  reason  that  no  attempt  has  ever  been  made  to  operate  any 
one  road  at  one  uniform  rate  of  speed  in  comparison  with  another  under  precisely 
similar  conditions,  operated  at  a  different  but  uniform  rate  of  speed.  The  best  that 
can  be  done,  with  facts  now  known  to  transporters,  is  to  make  a  reasonably  accurate 
guess,  and  it  will  probably  be  found  that  no  two  will  guess  precisely  alike.  Very  slow 
speeds  result  iu  so  limited  a  service  of  track  and  rolling-stock  that  a  greatly-increased 
investment  in  both  these  particulars  is  necessary  to  accomplish  a  given  amount  of 
work,  and  it  is  quite  evident  a  point  can  easily  be  reached  where  the  interest  on  this 
increased  investment  would  exceed  the  economy  in  expense.  It  is  also  evident  that 
while  a  very  high  speed  would  produce  greater  gross  earnings  from  a  given  invest- 
ment, a  point  can  easily  be  reached  where  the  enlarged  cost  of  operations  would  ex- 
ceed the  amount  of  interest  saved. 

Again,  on  a  single-track  road  with  a  very  large  traffic  and  numerous  trains,  the 
speed  prescribed  by  the  time-card  is  by  no  means  the  speed  actually  made.  Many  de- 
lays in  waiting  for  opposing  or  higher  class  trains  so  reduce  the  actual  running-time 
that  the  speed  of  freight  trains  between  waiting  points,  especially  where  the  train- 
hands  can  escape  supervision,  frequently  reaches  the  rate  made  by  an  express  passen- 
ger-train. My  own  judgment  in  the  matter  is  that  on  the  existing  trunk  lines  between 
the  northern  Atlantic  ports  (Baltimore  being  the  most  southerly  referred  to)  a  time- 
card  speed  for  through-freight  traffic  of  fifteen  miles  per  hour  would  be  found  to 
give  the  largest  net  results. 

Query  2.  Taking  the  actual  freights  moved  in  both  directions  on  the  Grand  Trunk 
roads  from  the  West  to  the  seaboard,  namely,  the  New  York  Central,  Erie,  Pennsylva- 
nia, and  Baltimore  and  Ohio  Roads,  what  proportion  does  the  actual  tonnage  of  freights 
transported  bear  to  the  actual  weight  of  the  trains  themselves,  including  cars  and 
locomotives  ? 

Reply  2.  I  have  not  immediate  access  to  very  late  data  from  several  of  the  roads 
you  name,  but  from  investigations  previously  made  I  believe  the  percentage  that  the 
actual  tonnage  subject  to  transportation  charges  will  be  found  not  to  range  higher 
than  from  40  to  45  per  cent,  of  the  total  average  weight  of  trains  moved,  including  in 
this  the  weight  of  cars,  locomotives,  and  tenders. 


174  APPENDIX. 

Query  3.  Assuming  two  roads,  one  of  them  transporting  three-quarters  of  its  entire 
tonnage  within  the  space  of  three  mouths  and  one-quarter  during  the  remaining  nine 
months  of  the  year,  the  second  road  transporting  an  equal  amount  of  freight  equally 
distributed  throughout  the  year,  all  things  else  being  equal,  how  much  more  would  it 
cost  per  ton  to  move  freights  on  the  first  road  than  on  the  second  ? 

Reply  3.  A  road  which  does  three-fourths  of  its  trade  in  three  months  must  have  the 
capacity  in  roadway,  depots,  and  equipments  sufficient  to  do  the  same  amount  per 
month  throughout  the  year.  Whatever  is  a  fair  monthly  compensation,  therefore,  for 
the  capital  and  risks  involved  in  furnishing  these  three  items  is  for  nine  months  prop- 
erly chargeable  to  the  remaining  fourth  of  the  business  to  be  done  in  that  time.  The 
only  saving  in  expense  possible  will  be  in  the  labor  and  material  consumed ;  but  to 
operate  a  railway  safely  and  economically  the  bulk  of  the  force  engaged  must  be 
trained  and  disciplined,  and  hence,  iu  practice,  a  force  of  this  character  could  only  be 
secured  by  its  retention  on  pay  throughout  the  year.  Economy  in  labor,  therefore, 
could  not  be  effected  in  proportion  to  the  reduction  in  tonnage.  In  respect  to  material, 
also,  so  far  as  its  renewal  was  made  necessary  by  decay  and  not  by  wear,  the  expense 
would  be  alike,  whether  the  business  done  was  great  or  small.  For  a  very  rough  esti- 
mate, however,  it  may  not  be  amiss  to  assume  that  the  expense  of  labor  and  material 
can  be  reduced  as  the  business  is  lessened.  It  might  also  roughly  be  assumed  that, 
Tinder  present  conditions,  from  30  to  35  per  cent,  of  the  gross  earnings  of  a  road,  with 
fair  trade,  distributed  throughout  the  year  about  as  at  present,  will  be  requisite  to  pay 
a  fair  return  upon  the  cost  of  roadway,  depots,  and  equipment. 

If,  on  this  basis,  it  is  assumed  that  one  road  moves  1,200,000  tons  in  a  year  at  the 
rate  of  100,000  tons  per  mouth,  and  earns  $1  per  ton  therefrom,  and  that  another  road 
of  like  capacity  moves,  in  the  first  three  mouths,  100,000  tons  per  month,  or  300,000 
tons  in  all,  and  in  the  remaining  nine  months  but  100,000  tons,  earning  on  both  items 
the  same  price,  i.  e.,  $1  per  ton,  the  difference  in  cost  would  be  as  follows : 

First  road. 

1,200,000  tons,  at  81 $1,200,000  gross  earnings. 

Expense,  65  per  cent $780,  000 

Profit  required  on  capital,  35  per  cent 420,  000 

1,200,000 


Second  road. 

300,  000  tons,  at  $1 300,000 

100,  00"  tons,  at  $1 100,  000 

400,  000  gross  earnings. 

Expenses,  65  per  cent 260.  000 

Profit    required    on    capital    (35    per    cent,    of  - 
$1,200,000) 420,000 

680, 000 

Loss .*- 280,000 

That  is,  on  the  second  road  the  earnings  must  be  $680,000  on  400,000  tons,  or  $1.70 
per  ton,  an  increase  of  70  per  cent. 

It  must  be  observed  that,  so  far  as  I  know,  the  foregoing  conditions  of  tonnage- 
movement  do  not  actually  exist  anywhere,  and  that  the  actual  difference  in  cost  would 
doubtless  be  considerably  increased  because  of  the  inability  to  save  in  labor  and  ma- 
terial to  a  degree  corresponding  with  the  reduction  in  traffic. 

Query  4.  Assuming  two  roads  again,  one  of  which  transports  all  its  freight  in  one 
direction,  and  the  other  of  which  transports  its  freight  equally  in  both  directions,  all 
things  else  being  equal,  how  much  more  would  it  cost  per  ton  to  transport  in  the  one 
case  than  in  the  other  ? 

Reply  4.  If,  in  the  case  you  propose,  it  is  assumed  that  the  gradients  of  the  road  are 
such  that  the  average  weight  of  a  train  which  the  standard  engine  can  haul  is  sub- 
stantially the  same  iu  both  directions  (as,  after  taking  into  account  all  the  assistant 
power  required  over  the  heavy  points,  is  practically  the  case  on  the  Pennsylvania  road 
between  Philadelphia  and  Pittsburgh),  then,  if  the  total  expenses  of  the  freight- traffic 
for  any  given  period  are  divided  by  the  number  of  miles  run  by  freight-engines  in  the 
same  time,  so  that  these  expenses  are  expressed  as  amounting  to  a  certain  price  per 
mile  per  freight-engine,  it  is  plain  that  if  these  expenses  per  engine-mile  in  both  direc- 
tions are  borne  in  the  one  case  only  by  traffic  in  one  direction,  and  in  the  other  case 
by  twice  the  volume  of  tonnage  equally  divided  between  the  two  directions,  the  cost 
in  the  latter  case  for  moving  a  ton  one  mile  will  be  just  one-half  that  in  the  former. 
This  will  be  slightly  modified  by  the  cost  of  loading  and  discharging  the  additional 
freight,  and  also,  probably,  by  a  slight  increase  in  the  cost  of  fuel  for  moving  the  same. 
In  practice  I  think  it  would  be  found  that  firemen  would  use  substantially  as  much 
coal  whether  the  train  they  hauled  consisted  of  empty  or  full  cars. 


APPENDIX.  1 75 

Query  5.  What  is  the  relative  cost  of  moving  a  light  freight-train  and  a  loaded 
train  ? 

Reply  5.  I  presume  your  question  is  intended  to  ascertain  whether  the  cost  of  mov- 
ing a  full  freight-train,  of  fully  loaded  cars,  differs  materially  from  moving  the  same 
train  of  cars  without  loading.  I  think  in  practice  the  difference  in  cost  would  be 
found  very  trifling,  except  so  far  as  the  expense  of  procuring,  loading,  and  discharging 
of  the  lading  is  concerned. 

Query  6.  What  is  the  most  economical  number  of  cars  (stating  weight  and  length  of 
each  car)  which  can  be  employed  upon  a  road  of  favorable  alig:  ment  and  maximum 
grades  of  forty  feet  ?  What  gradient,  in  your  opinion,  would  reduce  the  train  to  three- 
fourths  of  that  weight ;  what  grade  would  reduce  it  to  one-half,  and  what  grade  to  one- 
fourth  of  the  weight  transported  upon  a  maximum  gradient  of  forty  feet  to  the  mile  ? 

Eeply  6.  I  am  not  sure  I  understand  the  purport  of  this  question,  except  as  to  the 
characteristics  of  freight-cars.  Any  number  of  cars  can  be  used  on  a  road  of  any  gra- 
dient, if  tracks  and  engines  are  sufficiently  increased,  and  cau  be  so  used  economically 
to  the  extent  they  are  required  by  profitable  traffic.  But,  perhaps,  the  query  was  in- 
tended to  ascertain  the  most  economical  number  of  cars  per  train  on  any  given  road. 
I  will  answer  it  on  this  latter  supposition. 

The  average  weight  of  an  eight-wheel  box-car  may  be  placed  at  about  20,000  pounds, 
and  its  length  at  twenty-seven  to  thirty  feet.  Its  ordinary  lading  may  be  placed  at 
20,000  pounds,  or  ten  net  tons.  The  maximum  curvature  of  our  leading  roads  may  be 
placed  at  8  degrees,  in  view  of  the  curves  used  in  passing  onto  and  off  sidings.  In  re- 
spect to  resistances  from  other  causes  than  curvature  and  gravity,  it  will  probably 
not  be  much  out  of  the  way  to  place  them  (at  ordinary  speeds)  at  a  total  of  eight 
pounds  per  net  ton  of  the  weight  of  train.  Placing  the  weight  of  the  engine  to  be 
used  at  sixty  uet  tons  when  fully  equipped  with  its  tender,  water,  and  fuel,  and  assum- 
ing that  the  weight  upon  its  drivers  is  50,000  pounds,  then  upon  such  a  road,  with  cars 
weighing  and  loaded  as  above,  the  following  would  be  the  results:  With  maximum 
gradient  at  40  feet  per  mile  the  load  would  be  ttventy  cars,  if  the  gradient  is  60  feet  it 
would  he  fifteen  cars,  if  95  feet  ten  cars,  if  174  feet^re  cars.  In  these  calculations  frac- 
tions are  disregarded. 

Query  7.  In  your  opinion  what  degree  of  curvature  would  cause  the  length  of 
freight-trains  to  be  reduced  to  one-half  the  length  which  could  be  practically  employed 
upon  a  road  of  very  favorable  alignment,  supposing  all  things  else  to  be  equal? 

Reply  7.  Using  the  data  set  forth  in  the  sixth  reply,  but  assuming  that  the  roadway 
is  level,  it  would  require  a  curvature  of  about  31  degrees  or  a  radius  of  185  feet  to 
reduce  the  size  of  a  freight-train  oue-half.  There  are  other  elements,  however,  which 
enter  into  the  problem  that  would  considerably  change  this  result,  and  that  would  also 
make  such  a  curvature  on  any  road  intended  to  compete  with  existing  lines  entirely 
out  of  the  question. 

Query  8.  What  is  the  practical  proportion  of  the  tractive  power  to  weight  of  loco- 
motives upon  their  driving-wheels  ? 

Reply  8.  In  an  ordinary  condition  of  rail  and  weather  about  one-fourth  of  the  weight 
resting  upon  the  driving-wheels  of  an  engine  represents  its  practical  tractive  power  ; 
that  is,  the  number  of  pounds  resistance  it  will  overcome  without  help  at  starting  or 
at  times  when  the  rail  is  somewhat  wetted. 

JOSEPH  D.  POTTS. 


LETTER  IN  REC4ARD  TO  THE  ECONOMY  OF  TRANSPORT  FROM  THE  WEST 
TO  NEW  YORK,  BY  WATER  AND  BY  RAIL,  BY  FRANKLIN  EDSON,  ESQ., 
PRESIDENT  NEW  YORK  PRODUCE  EXCHANGE. 

New  York  Produce  Exchange, 

New  York,  December  6,  1873. 

My  Dear  Sir:  Your  favor  of  the  2d  instant,  received  on  the  4th  instant,  states: 
"  That  you  are  informed  by  an  intelligent  correspondent,  who  seems  to  have  had  some 
experience  in  the  business  of  transportation — 

"  First.  That  the  time  for  the  transportation  of  freight  from  Chicago  to  New  York 
varies  from  ten  to  twenty  days. 

"Second.  That  no  means  have  yet  been  provided  whereby  freight  contracts  can  be 
procured  requiring  the  delivery  within  a  specified  reasonable  time  by  railway  for  long- 
distances. 

"  Third.  That  frequent  delays  occur  during  the  fall  aud  winter  months  of  from  one 
to  two  mouths  in  the  transportation  of  merchandise  from  interior  western  points  to 
New  York." 


176  APPENDIX. 

You  ask  for  my  opinion  as  to  the  correctness  of  these  statements,  and  also  for  such 
general  information  as  I  may  he  ahle  to  furnish  to  the  committee  in  regard  to  the 
average  time  of  transportation  hy  rail  from  Chicago  to  New  York,  and  the  commercial 
difficulties  which  are  encountered  by  merchants  and  others,  arising  from  delays  and 
uncertainty  as  to  the  time  required  for  the  delivery  of  goods  at  New  York.  Iu  answer 
to  your  queries  in  their  order: 

First.  The  time  that  goods  are  in  transit  from  Chicago  to  New  York  hy  railway  is 
from  eight  to  ten  days,  and  from  that  to  fifteen  and  thirty  days.  If  thirty  thousand 
bushels  of  grain  are  shipped  from  Chicago  on  any  one  day,  destined  for  this  city,  a 
considerahle  portion,  say  the  larger,  will  be  delivered  in  New  York  in  eight  to  ten 
days,  and  the  remaining  portion  may  be  anywhere  from  twelve  to  thirty  days  in  the 
delivery  at  destination. 

Second.  Time  contracts  for  the  transportation  of  property  by  rail  are  exceptional, 
and  are  as  a  general  rule  declined  by  the  railway  companies. 

Third.  Delays  of  property  in  transit  by  rail  are  frequent,  and  especially  so  during 
the  fall  and  winter  months,  when  there  is  a  pressure  of  business  consequent  upon  the 
close  of  the  water  lines  by  frost,  and  portions  of  shipments  are  not  unfrequently  a 
month  or  more  in  time  of  transit  for  long  distances  from  interior  points  to  this  city. 

The  time  of  the  transit  of  property  by  rail  from  Buffalo  to  New  York  ranges  from 
four  to  twenty  days,  when  transported  in  the  company's  cars.  Shipments  of  grain 
from  Buffalo,  to  the  extent  of  fifty  cars,  or  less,  by  one  shipper,  at  one  time,  will  most 
of  it  come  through  in  four  to  five  days,  and  the  remaining  portion  will  be  from  eight, 
ten,  twelve,  fifteen,  and  twenty  days.  Shipments  without  this  irregularity  in  time 
are  the  exception.  The  general  rule  is  irregularity  in  transit,  ranging,  when  trans- 
ported in  the  cars  of  the  railway  companies,  from  four  to  twenty,  and  even  thirty,  days 
from  Buffalo  to  New  York.  The  larger  portion  of  any  one  shipment  from  Buffalo  is 
usually  delivered  in  New  York  in  the  minimum  time  of  four  to  five  days,  and  the  re- 
maining portion  of  any  one  shipment  of  from  twenty-five  to  fifty  cars  irregularly  in 
from  eight  to  thirty  days.  The  average  time  is  approximately  six  to  seven  days, 
taking  the  whole  of  any  one  shipment  of  from  twenty-five  to  fifty  cars  of  freight. 

The  railway  companies  all  issue  shipping  bills  or  bills  of  lading,  "more  or  less,"  for 
grain,  and  do  not  in  any  case  guarantee  quantity.  A  car  will  generally  carry  ten  tons 
of  grain,  or  about  333  bushels  of  wheat.  If  this  is  short  from  ten  to  one  hundred 
bushels  when  arrived  at  destination  the  railway  companies  do  not  pay  for  shortage. 
Shipments  made  by  lake  vessels,  if  short  at  Buffalo,  are  made  good  by  the  vessels  car- 
rying the  grain,  paying  for  it  at  the  market  price,  or  receiving  pay  at  the  market  price 
if  more  than  the  bill  of  lading  calls  for.  The  canal  barge  also  pays  for  any  deficiency 
there  may  be  on  delivery  in  New  York  if  less  than  the  bill  of  lading  of  shipment  from 
Buffalo  calls  for,  and  receives  pay  at  the  market  value  in  New  York  if  there  is  an  ex- 
cess over  and  above  what  the  bill  of  lading  calls  for.  The  margins  of  the  New  York 
acceptor  of  the  western  merchant's  draft  for  property  shipped  are  protected  when  the 
•shipments  are  made  by  the  water-lines,  but  may  be  entirely  used  up  if  shipped  by  rail 
by  the  shortage  at  place  of  delivery,  in  consequence  of  the  railway  companies'  non- 
guarantee  of  quantity.  This,  in  and  of  itself,  is  a  serious  objection  to  the  shipment  of 
grain  by  railway.  Eailways,  as  common  carriers,  should  be  required  to  guarantee 
quantity,  to  jirotect  the  interests  of  the  shipper  in  the  West  and  the  pockets  of  the 
receivers  at  the  seaboard. 

The  irregularity  of  railway  transportation  in  time  of  transit  for  either  long  or  short 
distances  subjects  receivers  and  exporters  at  seaboard  ports  to  onerous  burdens.  A 
receiver  sells  a  shipper,  say,  one  hundred  thousand  bushels  of  grain,  to  arrive  by  rail; 
the  shipper  makes  his  contract  for  the  freight  of  this  quantity  of  grain  and  sells  his 
sterling  bills  to  pay  for  it  on  its  arrival  from  the  West.  If  only  part  of  it  arrives  in 
time  the  shipper  cannot  fill  his  freight  engagement  without  going  into  the  market 
and  purchasing  sufficient  wheat  or  grain  to  make  good  the  deficiency  that  is  caused 
by  the  delay  in  the  transit  by  railway,  and  frequently  has  to  pay  several  cents  per 
bushel  on  the  amount  of  the  deficiency  to  fill  his  freight  engagement,  and  then  take 
the  chauce  of  selling  that  amount  deficient  from  the  railway  company's  delay,  making 
in  the  two  transactions  frequently  a  loss  of  several  cents  per  bushel.  In  transporta- 
tion by  the  water-lines,  when  not  closed  by  frost,  the  quantity  of  graiu  is  always 
guaranteed,  both  on  lake  and  canal  shipments,  while  on  shipments  by  rail  no  such 
guarantee  at  present  exists. 

The  water-lines  may  be  so  improved  that  during  seven  and  one-half  months  of  the 
year  the  time  of  transit  from  Chicago  and  Milwaukee  to  New  York  need  not  be  more 
than  ten  to  eleven  days,  at  a  cost  of  about  three  dollars  to  three  dollars  and  a  half 
per  ton,  including  all  charges,  and  quantity  always  guaranteed. 

The  rail  charge,  in  summer,  from  Chicago  to  New  York  cannot  be  less  than  eight 
dollars  per  ton,  to  pay  actual  expenses,  and  no  dividends;  and  in  order  to  pay  divi- 
dends there  has  to  be  an  advance  of  about  four  dollars  per  ton  for  five-twelfths  of  the 
year  in  the  railway  freight-charges,  which  advance  is  uniformly  made  every  year  on 
the  close  of  the  water-lines  by  frost. 


APPENDIX.  177 

This  presupposes  the  use  of  all  large-class  vessels  on  the  lakes,  the  enlargement  of 

the  Erie  Canal  for  barges  of  six  hundred  tons,  and  the  application  of  steam  as  a  motor 

on  both  the  lakes  and  the  Erie  Canal ;   all  of  which  is  respectfully  submitted  for  the 

consideration  of  your  Committee  on  Transportation  from  the  Interior  to  the  Seaboard. 

Very  respectfully,  yours, 

FRANKLIN  EDSON, 
President  New  York  Produce  Exchange. 
Hou.  William  Wdtoom, 

Chairman  of  the  U.  S.  Senate  Committee  on  Transportation-Pomes  to  the  Seaboard. 


LETTER  IN  REGARD  TO  THE  CAXALS  OF  SWEDEN,  ADDRESSED  TO  THE 
CHAIRMAN  OP  THIS  COMMITTEE  BY  HON.  C.  C.  ANDREWS,  UNITED 
STATES  MINISTER  RESIDENT  AT  STOCKHOLM. 

Legation  of  the  Exited  States. 

Stockholm,  October  24, 1873. 

Dear  Sir:  In  reply  to  your  letter  of  August  6,  I  now  have  the  honor  to  send  you 
such  information  as  I  have  been  able  to  procure  relative  to  the  canal-system  of 
Sweden. 

A  short  time  before  the  receipt  of  your  letter  I  had  addressed  some  inquiries  on  the 
subject  to  Colonel  Modig,  chief  of  the  bureau  of  public  roads  and  canals,  with  a  view 
of  collecting  information  for  a  report  thereon  to  the  Department  of  State ;  and  on  get- 
ting your  letter  I  hastened  to  lay  before  him  your  inquiries  respecting  the  Swedish 
canals,  and  also,  in  person,  handed  to  him  the  blank  which  you  inclosed,  and  which 
you  desired  should  be  filled.  Colonel  Modig  in  due  time  kindly  forwarded  to  nie  an- 
swers to  many  of  your  inquiries,  also  short  statements  with  tables,  in  Swedish,  sepa- 
rately as  to  each  of  eight  of  the  principal  canals.  But  while  this  information  was 
being  collected  his  office  was  moved  to  other  apartments,  and  I  regret  to  say  that  your 
blank  was  mislaid  and  cannot,  therefore,  be  returned  to  you.  From  a  rough  copy, 
however,  which  I  made  of  it,  I  have  prepared  another,  retaining  such  columns  as  can 
now  be  filled  and  adding  some  others,  and  which  I  now  beg  to  transmit  herewith  as 
fully  filled  as  I  am  able  at  the  present  time  to  make  it. 

In  this  blank,  or  table,  the  eight  principal  canals  are  put  down  in  alphabetical  order, 
namely,  Dalsland,  Forshaga,  Gota,  Hjehnar,  Kinda,  Settle,  Stromsholm,  and  Trolhsetta. 

In  addition  to  these  are  Viiddo,  Akers,  Eshilstuna,  Dragets,  Sodertelge,  Vestervids, 
Snacke,  and  some  other  canals  or  canalized  routes. 

In  stating  the  length  of  the  canals  I  have  given  the  length  of  the  particular  navi- 
gable route  or  line  of  communication  which  the  canal  and  its  intermediate  lakes  or 
rivers  make  ;  and  in  another  column  state  the  length  of  the  "actually  excavated  canal." 
For  example,  the  Gota  Canal  may  be  said  to  begin  at  the  Baltic  Sea  and  end  at  Lake 
Venem,  and  the  distance  between  those  two  points,  along  its  course,  is  119^  miles,  of 
which  54  miles  are  of  actual  canal,  and  the  balance  navigable  lakes.  The  Trolhietta 
Canal  begins  at  the  south  end  of  Lake  Venern  (the  largest  lake  in  Sweden,  and  with 
the  exception  of  a  couple  in  Russia,  the  largest  in  Europe),  and  after  passing  the  cele- 
brated Trolhsetta  Falls,  connects  with  the  Gota  River,  which  is  navigable  to  Gothen- 
burg and  the  Cattegat.  The  two  canals,  the  Gota  and  Trolhsetta,  with  the  intermedi- 
ate natural  navigation,  constitute  a  very  advantageous  and  popular  line  of  water  com- 
munication directly  across  the  country  from  east  to  west.  In  going  to  Gothenburg  or 
intermediate  points  from  Stockholm  over  this  route  steamers  reach  the  Baltic  by  first 
passing  up  the  Malar  lake  (westwardly)  and  then  turning  south  through  the  canal  at 
Sodertelge. 

The  Trolhsetta  Canal  was  begun  early  in  the  seventeenth  century,  during  the  reign 
of  the  youngest  of  Gustaf  Vasa's  sons,  Charles  IX,  when  a  piece  called  "Charles's 
Grave"  was  done.  But  the  work  soon  ceased,  and  was  not  resumed  again  till  Sweden- 
borg,  a  century  afterward,  directed  the  attention  of  Charles  XII  to  it.  By  him  it 
was  committed  to  Polhem,  who  undertook  to  complete  it  in  five  years;  but  the  King's 
death  caused  its  suspension,  and  it  was  not  resumed  till  1742.  In  1753  a  lock  was  built 
in  "  Charles's  Grave,"  so  that  sailing-vessels  could  pass;  and  under  the  direction  of  an 
engineer  named  Wirnan  work  was  continued  along  the  falls  till  1755,  when  his  so- 
called  master-piece,  the  Float  Rock  Dam,  was  destroyed,  causing  a  failure  of  the  plan 
and  the  confidence  it  had  before  enjoyed.  Finally,  in  1793,  a  compauy  was  formed  for 
building  the  canal  after  the  plan  of  Capt.  Erik  Nordewall,  and  it  was  opened  August 
14,  1800. 

The  Giita  Canal  was  originated  by  Baltazar  Yon  Platen,  who  called  to  his  assistance 
the  English  engineer,  Thomas  Telford.  The  canal  company  was  formed  April  11, 
1810.    The  first  lock,  on  the  west  line,  was  ready  for  sailing-vessels  September  23, 1822, 

12   A 


178  APPENDIX. 

and  the  whole  canal,  notwithstanding  many  and  great  obstacles,  was  completed  and 
opened  September  26,  1832. 

The  last-mentioned  canal  being  larger  than  the  Trolhsetta,  as  finished  in  1800,  it 
became  necessary  to  enlarge  the  Trolhsetta  to  equal  dimensions,  which  was  done  from 
l-:!7  to  1844;  and  the  Swedish  canal-system  for  steamers  maybe  said  to  date  from 
about  that  period. 

I  will  now  endeavor  to  answer  your  inquiries  in  the  order  in  which  they  are  pnt. 

1st.  The  number  of  days  of  navigation  on  the  canals  in  Sweden  during  the  last  ten 
years  have  been  on  an  average  225  each  year. 

2d.  The  cost  of  transporting  oats  by  canal,  allowing  24  pounds  of  oats  to  the  bushel, 
and  2,240  pounds  to  the  ton,  is,  on  the  route  from  Stockholm  to  Gothenburg,  the  entire 
distance  of  383  miles,  one  cent  seven  mills  and  a  half  per  ton  per  mile;  or  one-tenth  of  a 
mill  and  fflg  of  a  mill  per  bushel  per  mile.  This  would  be  tbe  charge  in  summer, 
when  the  days  are  quite  long.  It  would  be  about  30  per  cent,  higher  in  the  autumn 
or  winter  months.  Oats  and  all  other  kinds  of  grain  are  shipped  in  Sweden  in  sacks, 
and  not  in  bulk  as  with  us.  The  rate  stated  is  on  the  assumption  that  they  are  shipped 
in  sacks.  Tbis  is  the  case  equally  in  vessels  or  in  cars.  Tbe  sacks  are  always  returned 
free  of  charge.  Tbe  rate  just  stated  covers  all  charges.  Tbe  route  includes  tbe  short 
canal  at  Sodertelge,  and  the  two  main  canals  at  Gota  and  Trollnetta ;  in  all,  69  locks 
and  5  balf  locks,  and  the  whole  time  consumed  52  bours. 

On  the  route  from  Stockholm  to  Jonhoping,  at  the  south  end  of  Lake  Wetter,  re- 
quiring 36  hours  by  steamer  at  this  season,  the  freight-charge  for  grain  is  exactly  the 
same  as  on  the  through-route  from  Stockholm  to  Gothenburg. 

On  the  route  from  Stockholm  to  Gefle  by  steamer  through  the  short  Vaddo  Canal 
and  thence  northerly  on  the  Baltic,  a  distance  of  175  miles,  the  whole  freight-charges 
in  summer  are  tivo  cents  three  mills  and  two-tenths  of  a  mill  per  ton  per  mile,  for  grain;  or 
two-tenths  of  a  mill  and  -f^  of  a  mill  per  bushel  per  mile;  English  miles,  of  course, 
being  meant.  Iu  calculating  the  charge  per  ton  I  have  allowed  92  bushels  of  oats  to  a 
ton,  leaving  oft' one  bushel  and  a  fraction  to  balance  the  supposed  weight  of  the  sacks. 

Probably  2  cents  a  ton  per  mile  would  be  the  average  charge  for  transporting  grain 
by  canal. 

3d.  Assuming  "light  commodities"  to  be  such  goods  as  are  conveyed  on  express- 
trains,  the  answer  will  be  as  follows:  The  freight-charges  on  bulky  goods  by  express- 
train  is  58  cents  (coin  always  being  understood)  per  100  pounds  per  100  miles,  and  91  cents 
for  200  miles.  For  goods  not  bulky  the  charge  per  100  miles  per  100  pounds  is  46  cents, 
and  increases  at  the  rate  of  one  ore  (3.76  ore  =  to  one  cent)  for  every  one-tenth  of  a 
Swedish  mile;  a  Swedish  mile  being  equal  to  6|  English  miles. 

For  grain  of  all  sorts,  in  sacks,  the  usual  way  of  transporting,  the  charge  through 
from  Stockholm  to  Malum,  457  miles,  is  at  the  rate  of  one  cent  two  mills  and  nine- 
tenths  of  a  mill  per  ton  per  mile ;  or  say  5J  cents  per  bushels  for  oats  the  whole  distance, 
which  is  at  the  rate  of  12  cents  a  bushel  for  1,000  nnles.  The  charges  for  wheat,  allow- 
ing 60  pounds  to  a  bushel,  would  be  13  cents  per  bushel  for  the  whole  distance  of  457 
miles.  From  all  stations  below  Stockholm  as  far  as  to  Palsboda,  which  is  125  miles 
below  Stockholm  in  the  direction  of  Malmo,  the  freight-charges  for  such  goods  are  the 
same  as  from  Stockholm.  For  a  first-class  passenger-ticket  on  the  express-train  from 
Stockholm  to  Malmo  the  charge  is  54-^%  riksdalers,  or  $14.41. 

4th.  Competing  railways  have  not  caused  the  abandonment  of  any  canal.  On  the 
contrary,  the  business  of  canals  has  increased  with  the  increase  of  railways  and  the 
general  development  of  the  industries  of  the  country. 

5th.  The  principal  part  of  the  canal-work  of  Sweden  has  been  accomplished  during 
the  present  century,  and  has  cost  a  little  over  $8,000,000.  Such  work  would  now  cost 
thirty  per  cent,  more  than  it  did  ten  years  ago. 

6th.  None  of  the  canals  are  undergoing  enlargement.  It  is  expected,  however,  that 
a  propo  ition  will  be  submitted  at  the  next  session  of  the  Diet  to  authorize  a  company, 
already  formed,  to  canalize  a  certain  passage  the  depth  of  seven  feet  below  lowest 
low-water  mark. 

7th.  Steam-power  was  first  introduced  on  the  canals  in  Sweden  in  1838,  and  its  use 
since  then  has  steadily  and  successfully  increased.  The  number  of  different  Swedish 
steamers  belonging  to  private  prisons  or  companies  which  navigated  the  canals  in 
Sweden  in  1-71  was  419,  of,  in  all,  12,735  horse-power,  ami  an  aggregate  tonnage  of 
26,223  tons. 

8th.  At  first  side-wheels  were  used ;  but  of  late  years  propellers  have  been  the  most 
in  use  and  are  the  most  preferred. 

9th.  The  business  of  the  canals  as  a  whole  is  increasing  at  the  rate  of  about  four  per 
cent,  a  year. 

10th.  There  are  no  statistics  that  show  the  number  of  tons  of  freight  moved  on  the 
canals  each  year  duriug  the  last  ten  years.  From  the  report  of  the  state  board  of 
trade,  "or  college  of  commerce,"  for  1871,  it  appears  that  out  of  65,186 boats  and  vessels, 
of,  in  all,  3,927,270  tons,  which  passed  on  the  canals  that  year,  42,243  of  such  boats  and  ves- 


APPENDIX.  179 

sels  were  freighted.     It  is  to  be  remarked  that  a  good  deal  of  timber  is  also  tloated 
over  some  of  the  cauals. 

lltli.  The  cauals  have  all  been  constructed  by  private  companies,  which,  in  some 
cases,  as  specified  in  the  accompanying  table,  have  received  aid  from  the  state. 

12th.  The  cauals  are  all  operated  or  administered  by  the  companies  owning  them. 
However,  the  president  of  the  board  of  direction  of  the  Gota  Caual  receives  his  ap- 
pointment, for  a  term  of  four  years,  from  the  government;  the  second  member  of  the 
board  is  chosen  by  the  deputies  of  the  National  Bank  and  of  the  Public  Debt  Office ; 
and  the  third  member  is  chosen  by  the  company.  The  president  of  the  Trolhietta 
Caual  Company  is  also  appointed,  for  a  similar  term,  by  the  government. 

13th.  The  government  not  being  the  owner  of  any,  has  made  no  sale  of  any  canal. 

14th.  In  regard  to  the  system  of  ca,na\-tolls  it  may  be  said  that  the  government  fixes  the 
tolls,  after  receiving  the  propositions  of  the  companies,  for  a  certain  number  of  years, 
and  the  tariff-rates  are  published  in  pamphlet  form,  as  is  the  case  with  railroad  tariffs, 
and  cau  be  purchased  at  auy  book-store,  so  that  people  know  what  to  depend  on  in 
regard  to  the  cost  of  transportation  for  a  period  of  a  few  years  together,  at  least. 
With  respect  to  tolls  on  the  Gota  and  Trolhsetta  Canals,  and  probably  most  of  the 
other  canals,  owners  of  steamers  at  the  first  trip  of  the  season  declare  their  purpose 
either  to  pay  by  the  trip,  which  will  be  the  same  sum  each  trip,  according  to  the  ton- 
nage of  the  vessel,  and  without  regard  to  the  freight  it  may  have  on  board,  or  to  pay 
according  to  the  freight  the  steamer  has  at  each  trip;  and  the  plan,  whichever  it  be, 
must  be  adhered  to  for  such  steamer  or  vessel  during  the  season.  In  case  of  payment, 
according  to  the  freight  the  steamer  has  on  board,  the  tolls  are  separately  for  the  ves- 
sel and  for  the  cargo.  When  payment  is  by  the  trip  the  canal-tolls  are  1  riksdaler  and 
32  ore  (35  cents)  per  100  cubic  feet  of  the  vessel  to  the  Gota  Canal.  The  Trolha-tta 
Caual  (this  is  assuming  the  vessel  makes  the  through  trip)  has  one-third  as  much,  or 
11£  cents,  and  in  all  4(3  cents  per  100  cubic  feet  of  the  vessel  for  one  trip.  Payment 
by  the  trip  is  the  most  common  practice,  as  it  saves  much  time  and  trouble.  Where 
vessels  pay  toll  according  to  their  freight  the  charges  on  the  Gota  Canal  are  43  and  T2,r 
ore  per  10  cubic  feet  of  oats,  or  about  one  cent  and  a  half  a  bushel ;  and  twice  as  much 
for  wheat.  This,  for  interior  transportation.  For  so-called  "transito  passage"  of 
goods  going  to  or  coming  from  a  foreign  country  the  toll  on  oats  would  be  but  4.5  ore 
(one  cent  and  two  mills)  per  10  cubic  feet  of  oats;  this  low  tariff  having  been  fixed 
with  a  view  of  drawing  freight  away  from  the  Danish  Sound  when  tolls  were  charged 
there.  • 

15th.  It  is  not  the  policy  of  the  government  that  the  canals  shall  yield  any  further 
revenue  than  is  sufficient  for  their  maintenance,  and  for  a  fair  interest  on  the  private 
capital  actually  invested  in  them. 

In  regard  to  the  speed  of  steamers  on  cauals  it  may  be  remarked  that  generally  the 
rules  of  the  companies  do  not  allow  steamers  to  make  greater  speed  on  the  canals 
proper  than  2,000  feet  in  five  minutes,  or,  say,  4|  miles  an  hour.  It  is  claimed,  how- 
ever, by  steamboat-owners  that  when  a  vessel  is  lightly  freighted  a  greater  speed  can 
be  made  without  any  injury  to  the  caual.  Owing  to  the  amount  of  natural  naviga- 
tion on  the  route  between  Stockholm  and  Gothenburg,  steamers  going  by  the  canals 
in  summer  average  7^  miles  an  hour  ou  the  entire  route 

I  shall  take  the  liberty  to  send  you  one  or  two  maps  of  Sweden  showing,  among 
other  things,  the  lines  of  canals.     And  referring  for  further  details  to  the  accompany- 
ing table,  I  beg  to  assure  you  that  it  will  afford  me  a  satisfaction  to  communicate  any 
additional  information  you  may  wish  ou  the  subject  that  it  is  in  my  i»ower  to  procure. 
I  am,  sir,  very  respectfully,  yours, 

C.  C.  ANDREWS. 

Hon.  William  Windom, 

Chairman  Committee  on  Transportation- Routes,  $c,  United  States  Senate, 

Washington,  D.  C. 

P.  S. — I  would  state  that  Mr.  S.  B.  Ruggles,  of  New  York,  who  is  intimate  with  the 
canals  of  that  State,  personallv  examined  some  of  the  Swedish  canals,  including  the 
Trollnetta,  in  1*69. 


180 


APPENDIX. 


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APPENDIX.  181 

LETTER  IN  REGARD  TO  THE  CANALS  OF  NORWAY.  FROM  HON.  C.  C.  AN- 
DREWS, MINISTER  RESIDENT  AT  STOCKHOLM. 

Legation  of  the  United  States, 

Stockholm,  Xovember  29,  1873. 
Sir:  Referring  to  my  letter  to  you  of  the  24th  ultimo  on  the  canals  of  Sweden,  I 
now  beg  to  inclose  to  you  herewith  four  brief  statements  relative  to  the  canals  of 
Norway,  which  I  have  to-day  had  the  honor  to  receive  from  Mr.  J.  Vogt,  acting  di- 
rector of  canals  in  Norway.  It  will  be  seen  that  the  canals  in  Norway  have  all  been 
constructed  since  1850  at  a  cost  of  about  6400,000. 
I  am,  sir,  very  respectfully,  yours, 

C.  C.  ANDREWS. 
Hon.  William  Wisdom, 

Chairman  Committee- Transportation- Routes  to  the  Sea,  U.  S.  Senate,  Washington. 


Respecting  canals  made  in  Norway  (with  three  documents  relating  thereto). 

There  are  but  few  canals  in  Norway.  The  nature  of  the  country  ofters  but  few  local- 
ities  where  there  can  be  a  question  as  to  the  construction  of  loug,  continuous  cauals. 
The  canals  that  are  constructed  are,  therefore,  detached  short  pieces,  by  which  naviga- 
ble lakes  or  navigable  pieces  of  rivers  are  mutually  connected  or  connected  with  the 
sea.  Until  1850  there  were  only  a  few  private  canals  constructed  in  the  country,  which 
were  principally  made  for  floating  timber  through  them.  The  construction  of  canals 
iu  Norway  is  accomplished  by  contributions  from  the  state,  the  parishes,  and  private 
people.  They  are  managed  by  directors,  and  are  subject  to  the  control  of  the  director 
of  canals  in  case  of  a  question  on  technical  alterations,  &c. 

By  the  accompanying  list  of  the  canals  which  have  been  made  since  1850  by  the 
Norwegian  canal  department,  it  will  be  seen  that  there  are  only  Ave  cauals  supplied 
with  locks.  The  other  twelve  canalizations  on  the  list  are  regulations  and  deepenings, 
partly  iu  fresh,  partly  in  salt  water.  The  list  of  the  goods  that  pass  through  the  canals 
relates  only  to  the  Skien  Canal,  and,  as  regards  the  Friedrickshall  Canal,  only  of  the 
number  of  pieces  of  timber  and  the  number  of  planks  that  have  passed  through;  the 
quantity  of  other  goods  passing  through  this  canal  is  but  trifling.  On  none  of  the 
canals  are  horses  used  for  drawing,  but  steamboats  are  employed. 

With  regard  to  the  five  first-mentioned  canals  on  the  accompanying  list  it  may  be 
noticed — 

1.  The  Friedrickshall  Canal,  in  the  Smaalehnen  Amt— by  four  separate  canals  with, 
respectively,  three,  one,  four,  and  four  locks.  There  are  five  lakes  connected  together 
in  the  Friedrickshall  water-course,  by  which  a  navigable  water-communication  of  the 
length  of  forty-five  English  miles  is  formed.  The  lowest  lake  is  situated  three  English 
miles  from  the  sea  and  two  hundred  and  fifty  feet  over  its  level.  Two  steamers  are 
employed  on  this  canal  in  the  transport  of  timber. 

2.  The  Skien  Canal,  in  Bratsberg  Amt,  comprises  two  canals,  separated  from  each 
other  by  a  distance  of  four  English  miles,  with,  respectively,  four  and  two  locks.  By 
the  Skien  Caual  the  Lake  Nordsjo  is  connected  with  the  Skien  Fjord  (the  sea).  At 
present  there  are  six  steamers  running  on  this  canal.  j^The  Lake  Nordsjo  lies  forty- 
eight  feet  above  the  level  of  the  sea. 

3.  The  Eidsvold-Sundpas  Canal  in  Aggershuus  Amt.  A  large  dam,  constructed  above 
a  water-fall  at  this  place  in  order  to  regulate  the  height  of  the  water  in  the  Aljosen 
(the  largest  lake  in  Norway),  necessitated  the  construction  of  this  canal ;  the  principal 
object  of  which  was  to  prevent  the  stoppage  of  the  comparatively  unimportant  boat- 
traffic  between  the  Aljosen  and  a  short  piece  of  a  river  lying  below  the  lake. 

4.  The  Storstrommen  Canal,  in  Nedenaes  Amt,  with  one  lock,  connects  two  large 
lakes  in  Seatersdalen,  by  which  there  is  made  a  continuous  water-comiuunication  of 
twenty-two  English  miles.     One  steamer  is  employed  here. 

5.  By  the  Vraadals  Canal,  with  one  lock,  Vraadalsvand  (Vand,  a  small  lake)  is  con- 
nected with  Nisservand,  in  Bratsberg  Amt.  One  steamboat  is  employed  on  this  sail- 
ing-line, of  which  there  is  a  length  of  thirty-two  miles  opened. 

At  present  there  is  an  idea  of  making  two  new  canals  in  Norway :  one  to  form  a  con- 
tinuation of  the  Friedrickshall  Canal,  which  would  thus  be  lengthened  fifteen  English 
miles;  the  other,  a  canal  between  Fyrrisvand  and  Dranysvand,  in  Bratsberg  Amt. 
Here  will  be  made  two  locks.  The  length  of  the  sailing-line  on  both  the  lakes  opened 
by  this  canal  will  be  twenty  English  miles. 


182 


APPENDIX. 


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APPENDIX.  183 

List  of  the  goods  transported  through  the  Skien  Canal  in  the  gear  1872. 


Goods. 

Upper  division  of  the  canal. 

Lower  division  of  the  canal. 

392  519  lo"S. 

123,683.3  cubic  feet 

631^813  planks  or  boards. 

26, 384|  tonder* 

1,130|  tonder 

Salt...? 

Tar ...              

4.39GJ  tonder 

1  990}  tonder. 

39|  tonder. 

Ore 

11.148J  tonder 

11,147  tonder. 

Coals 

6  546  tonder 

1.327.6  tons 

684.3  tons 

704  8  tons 

232.3  tons 

232  ::  tons. 

'_'  456  bags 

970*  bags. 
132  150  bottles 

132  1"ii  bottles 

2  050 

2  000. 

61.1  tons 

38.8  tons 

7  858 

4-200 

Teles 25  570 

49  500. 

45,150 

"4  000. 

174,800 

174,800. 

196 

1  pair. 

360  cows 

Do 

Do 

Do 

183  sheep  ... 

Do 

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Do 

Ice 

:  ins. 

17, 212  tonder 

*  A  tonde  is  equal  to  four  bushels  or  a  half  quarter. 
List  of  the  limber  and planks  transported  through  the  FriedeHckshall  Canal  from  1*G3  to  1872. 


Year. 

Number  of 

logs. 

Number  of 
planks. 

1863 

658,  692 
728,  004 
767,  076 
531,  516 
651,  960 
537,  336 
747,  456 
968,  028 
526,  068 
533,  472 

27.  480 

1864 

108,  060 

1865  ..                                                                                                                     

53,  463 

1866 

33, 156 

1S67 

44,  232 

1868  

52,  092 

1869 

81,  608 

1870 

73,  968 

1871 

31.  764 

1872 

61,  884 

184  APPENDIX. 

STATEMENTS   IX    REGARD    TO    APPROPRIATIONS    MADE   BY    THE   GOVERNMENT    OF   THE 
UNITED   STATES  IN  AID   OF   PUBLIC   IMPROVEMENTS. 

Statement  showing  the  amount  of  money  expended  by  the  Government-of  the  United  States  in 

the  erection  of  permanent  public  buildings  in  the  District  of  Columbia,  from  the  time  the 

seat  of  government  was  located  at  Washington  to  the  close  of  the  fiscal  year  ending  June 
30,  1873. 

Capitol,  about 812,000,000 

Treasury,  about 0,000,000 

Iuterior,  about 4,  000,  000 

Post-Office,  about 2,000,000 

President's  House, 300,000 

Agricultural  Department 200,000 

New  State  Department 1,300,000 

Total 25,800,000 

statement  showing  the  amount  of  money  expended  by  the  Government  of  the  United  States  in 
each  State  and  Territory  of  the  Union  for  custom-houses,  post-offices,  and  court-houses, 
from  the  adoption  of  the  Constitution  to  June  30,  1873. 

Maine $1,961,595 

New  Hampshire 173,671 

Vermont 214,534 

Massachusetts 3,  602,  360 

Rhode  Island 315,290 

Connecticut 240,  373 

New  York 9,634,695 

New  Jersey 250,263 

Pennsylvania 2,583,016 

Delaware 41,128 

Maryland 1,185,620 

Virginia 876,596 

North  Carolina 217,459 

South  Carolina 2,707,945 

Alabama 493,880 

Georgia 283,474 

Florida 103,478 

Mississippi 24,000 

Louisiana 3,806,678 

Texas 114,300 

Arkansas 103 

Missouri ". 775, 223 

Kentucky 287,790 

Tennessee 317,486 

Ohio 682,745 

Indiana 456,740 

Illinois 2,574,415 

Michigan 228,505 

Wisconsin 566,  592 

Iowa 477,393 

Minnesota 543,  695 

Kansas 49,545 

California 890,199 

Oregon 435,805 

Nebraska 299,990 

West  Virginia 94 


Total  in  States 37,470,747 


TERRITORIES. 

New  Mexico 99,650 

Utah 68,254 

Washington 27,050 

Colorado 90,723 

Idaho 40,240 

Montana- 41,575 

Wyoming - "     *" 37,  455 

Total  in  Territories - 405,547 


Grand  total 37,832,294 


APPENDIX.  185 

Statement  showing  the  amount  of  money  expended  by  the  Government  of  the  United  States  in 
each  State  and  Territory  of  the  Union  for  marine  hospitals  and  light-houses,  including  bea- 
cons and  fog-signals,  from  the  adoption  of  the  Constitution  to  June  30,  1873. 

Maine - $766,755 

New  Hampshire 122,465 

Vermont 84,125 

Massachusetts 1,535,487 

Rhode  Island 305,316 

Connecticut 467,  925 

New  York 1,580,639 

New  Jersey 423,  071 

Pennsylvania 204,  865 

Delaware 343,843 

Maryland 358,314 

Virginia 425,416 

North  Carolina 852,407 

South  Carolina 278,289 

Georgia 279,599 

Alabama 298,623 

Florida , 1,498,488 

Mississippi ■ 248, 209 

Louisiana 1,603,453 

Texas 241,005 

Arkansas 59,081 

Missouri 87,647 

Kentucky 135,948 

Tennessee 

Ohio 765,961 

Indiana 86,892 

Illinois 681,989 

Michigan 1,879,350 

Wisconsin 284,657 

Iowa 28,446 

Minnesota - - 14,847 

Kansas * 

California 028,196 

Oregon 212,249 

Nebraska 

West  Virginia 

Washington  Territory 153,558 

Total 16,937,115 


Statement  showing  the  amount  of  money  expended  by  the  Government  of  the  United  States  in 
each  State  and  Territory  cf  the  Union  for  the  improvement  of  rivers  and  harbors,  from  the 
adoption  of  the  Constitution  to  June  30,  1873. 

THE  ATLANTIC   COAST. 

Maine - $746,152 

New  Hampshire 23,000 

Massachusetts 1,621,235 

Rhode  Island 286,485 

Connecticut 563,407 

New  York 1,249,500 

New  Jersey 95, 963 

Pennsylvania 208,894 

Delaware 2,653,102 

Maryland 522,359 

Virginia 424,422 

North  Carolina 740,377 

.South  Carolina 88,254 

Georgia 321,023 

Florida 43,000 

The  Atlantic  coast 9,587,173 

THE   GULF   COAST. 

Florida 103,730 

Alabama .' 312,476 


186  APPENDIX. 

Mississippi .500 

Louisiana 25,000 

Texas 108,000 

The  Gulf  coast 579,706 

THE   PACIFIC   COAST. 

California $326,500 

Oregon 202,314 

Washington  Territory 100, 189 

The  Pacific  coast 633,003 

THE   NORTHERN   LAKES. 

Vermont $304,  357 

New  York 3,-14,314 

Pennsylvania 330,942 

Ohio.'. 1,202,794 

Michigan 2,213, 100 

Indiana 320,  734 

Illinois 821,305 

Wisconsin 1,229,612 

Minnesota 110,000 

The  Northern  lakes 10,437,  158 

THE   WESTERN   RIVERS. 

Pennsylvania .... 

Ohio. I 

Kentucky $30,  000 

Tennessee 292.947 

Indiana 35,000 

Illinois 73,000 

Wisconsin 240,000 

Minnesota 72,500 

Iowa 29,500 

Missouri 115,000 

Kansas " 

Arkansas 256,500 

Nebraska 

Mississippi 5,  000 

West  Virginia 5,000 

Louisiana 805,  847 

Texas 20,000 

Improvements  of  rivers  chargeable  to  the  several  States 9,  458,  000 

The  Western  rivers 11,438,300 

RECAPITULATION. 

The  Atlantic  coast $9,587, 173 

The  Gulf  coast 579,706 

The  Pacific  coast 633,  003 

The  Northern  lakes 10,437,158 

The  Western  rivers 11,438,300 

Total 32,680,340 

SUMMARY. 

Amount  expended  for  improvement  of  harbors $21,  242,  040 

Improvement  of  Western  rivers 11,  433,300 

Light-houses  (including  fog-signals  and  beacons),  and  marine  hospitals. .  16,  937, 115 

Custom-houses,  post-offices,  aud  court-houses 37,882,294 

Total 87,499,749 


APPENDIX. 


1ST 


SHIPMENTS   BY  RAIL   FROM  THE   WESTERN   STATES  TO  THE   ATLANTIC 

AND  GULF  STATES. 


Wheat,  wheat-flqur,  com,  oats,  barley,  and  pease  delivered  at  Portland,  Me.,  by  the  Grand 
Trunk  Railway,  each  month  during  theyear  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.! 


Months. 


Wheat.     Wheat-flour.       Corn. 


Oats. 


Barley. 


Pease. 


January  . . 
February  . 

March 

April , 

May 

June 

July 

August  . . . 
September 

October 

Kovember 
December. 


Bushels. 

48,  286 
69, 182 
11,305 
41,  094 
22,  398 
350 


42 
350 


21,429 
66,  350 


Barrels. 
36, 192 
28,  680 
32, 132 
1-  749 
65.  987 
55,  687 
26,  050 
25,  906 
18,593 
3,-,  69U 
68,  250 
53.  048 


Bushels.        Bushels. 


27,  5i  ii  i 
40,  030 
15,360 
20,  704 
91,610 

129, : 

69,  300 
157,  150 
184  575 
63,  510 
16,935 
5.  775 


23,  587 
U4.  840 

21,  740 
30,  036 
35,  640 
65,  044 
35,  821' 

22,  306 
45.211 
11',  883 
15,  460 

1,820 


Bushels. 

23,  336 

15,  672 

5,282 

0,526 

345 

399 

385 

30 

3 

1,465 

2,  735 

5,070 


Bushels. 
14,  573 

21,  085 

22,  700 
43,  662 
55,  030 

330 
309 


35:; 

330 
2,837 
6.780 


Total 


280,  786 


498,  564 


821,452 


■S.M.  389 


61,  248 


li;-.  !•!: 


Total  bushels  gram 3,741.413 


Wheat,  wheat-flour,  oats,  barley,  anil  pease  imported  into  tin  United  Static,  either  in  bond  or 
by  payment  of  duty,  by  the  Grand  Trunk  Railway,  each  month  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 

Wheat. 

Wheat-flour. 

Oats. 

Barley. 

Pease 

Bushels. 
30  000 

12,  15il 

9,  450 

30,  000 

10,  450 

20,  000 
60,  000 

Barrels. 
23,  200 
18,  500 
26, 400 
35,  000 
44,  300 
25,  700 
20,  200 
14,  200 
11,  200 
31,000 
43,  600 
4,310 

Bushels. 
20,400 
15,  200 
2,600 
7,800 

10,  200 

11,  400 
10,  800 

7,200 
7,  500 
6,600 

Bushels. 

20, 100 

14,  000 

4,  000 

900 

Bushels. 

Mav 

19,  000 
21.700 
40,  300 
29,  75H 
330 
369 

1,300 
2,  250 
4,000 

2  837 

December . . . 

600 

5,000 

Total.. 

202,  050 

*1,  339,  245 

100,  300 

46,  550 

134,  036 

Total  bushels  of  grain 1,688,145 

Bushels. 


188 


APPENDIX. 


Statement  of  wheat,  wheat-flour,  corn,  oats,  barley,  and  rye  received  by  the  Borne,  Watertown 
and  Ogdensburg  Railroad,  at  Cape  Vincent,  or  any  other  lake  or  Saint  Lawrence  River 
ports,  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


Wheat. 


"Wheat-flour. 


Com. 


Oats. 


Barley. 


Eye. 


1872. 


January  ... 
February  . . 

March 

April 

May 

June 

July 

August 

September . 

October 

November . 
December.. 


Total 


Bushels. 
20,  551 
20,  326 
15,  373 
18,  788 
27,  260 
33,  038 
32,  655 

30,  534 
8,719 

26,916 

31,  985 
23,  084 


289,  229 


Barrels. 
7,740 
8,400 
9,043 

16,  737 

12,  957 
7,586 

16,406 

13,  297 

17,  620 
15,  002 

14,  373 
9,721 


148,  882 


Bushels. 
34,  815 

4,768 
14,  847 
11, 102 
68,  363 
24,  246 

1,561 
29,  534 
31,027 
18,  485 
24,  679 
27,  374 


Bushels. 
2,887 
5,200 
1,878 
4,730 
6,639 
3,333 
4,837 
3,699 
1,744 
551 
222 
1,403 


290,  801 


Bushels. 
1,457 
15, 174 
15,  381 
29, 185 
14,  205 


37, 183 


337 

4,805 
7,344 


87,  960 


Bushels. 
400 
617 
800 

'"%  799 


860 


5,476 


Total  bushels  of  grain 1,380,618 


Wheat,  wheat -flour,  corn,  oats,  barley,  and  rye  shipped  eastward  from  Albany  byllie  Boston 
and  Albany  Railroad,  each  month  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation  ] 


Months. 


Wheat. 


Wheat-flour.        Corn. 


Oats. 


Barley. 


Eye. 


1872. 


January . . . 
February . . 

March 

April 

May 

June 

July 

August 
September . 
October.... 
November  . 
December.. 


Total 


Bushels. 
14, 150 
21,  327 
27,  546 
34,  984 
11,  631 
9,104 
32,  767 
98, 142 
60,  095 
78,  514 
27, 161 
34,  027 


449,  448 


Barrels. 
77,  900 
68,  733 

89,  948 

90,  546 
160,  322 
101,  553 

75,  283 
138,754 
213,  509 
302,  990 
205,  072 
143,  630 


Bushels. 

1,  297,  201 

877,  640 

1, 166,  923 

1,  582, 152 

1,  007, 137 

955,  940 

702,  354 

1,  031,  733 

905,  993 

640,  243 

596,  532 

568,  421 


Bushels. 
271,  674 
285,  997 
374,  432 
367,  553 
534,  374 
931,  976 
334,  246 
339,  519 
750,  434 
713,  66L 
325,  920 
205,  469 


Bushels. 

17,  749 

1,824 

4, 151 

451 

1,000 


754 

10,  668 

63,  015 

26,  515 

6,495 


1, 


3,240 


11,  332,  269 


5,  435,  255 


132,  622 


Bushels. 
2,656 
491 
709 


167 
1,474 
6,273 
3,215 
4,328 
5,1/71 
4,042 
7,924 


36,  350 


Total  bushels  ef  grain 24,893,024 


APPENDIX. 


189 


Wheat,  wheat-flour,  corn,  oats,  barley,  and  rye  delivered  at  Boston  by  the  Boston  and  Albany 
Railroad  each  month  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation. ] 


Months. 


Wheat. 


Wheat -flour. 


Corn. 


Oats. 


Barley. 


Eye. 


1872. 


Bushels. 


January  ... 
February  . . 

March 

April 

May 

June 

July 

August 

September . 

October 

November  . 
December  . 


526 


1,065 

8,747 

773 

12,  664 


344 


Total 

Grand  total. 


4,171 
15, 423 
73,  678 
333 
11,  578 
14,  340 
21,  513 
24, 863 
33,  861 

9,424 


12,  430 


Barrels. 
2,700 
33,  046 
3,000 

21,  952 
4,034 

36,  243 

8,331 
25, 152 

5,605 
82,  042 

3,101 
60, 109 

3,845 
29,  085 
13,  480 
65, 721 

22,  140 
105,  429 

50,  754 
136,071 
24,  864 
95,  103 
12,  609 
66,  708 


146,  639 
99,  094 

245,  733 


Bushels. 

332,  473 

236,  566 

193,  808 

123,  675 

232,  306 

91,  390 

775,  926 

141,259 

177,  804 

102,  591 

196, 181 

152,  568 

172,  505 

130,  234 

429,  458 

131,479 

186,  852 

176,  665 

90,  883 

70,  853 

94,  728 

73,  334 

140,  916 

59,  558 


154,  463 
756,  661 


3,  023,  840 
1,  490, 172 


911, 124 


4,  514,  012 


Bushels. 
10,  749 
81,913 
20,  804 
56, 113 
35,  019 
73,  277 
35, 258 
99,  847 
44,  845 

180,  494 
30,  706 

495,  711 
10,  261 
81,  627 
13, 106 

57,  826 
39,  466 

276,  520 
62, 492 

254,  250 
19, 181 
85,  943 
13, 147 

58,  229 


Bushels. 
9,672 
5,845 


479 
1,434 
1,506 


754 


10,669 
1,050 

59, 145 
9,  957 

15,  665 

1,683 

537 


332,  034 
1,  804,  750 


23,  796 
94,  599 


2, 136,  784 


118,  395 


Bushels. 


3,380 


368 
766 


374 


422 
1,374 


1,164 
5,520 


6,684 


Total  bushels  of  grain 11,121,666 


Wheat,  wheat-flour,  corn,  oats,  barley,  and  rye  shipped  from  Buffalo  and  Suspension  Bridge 
into  New  England  by  rail  from  the  New  York  Central  and  Hudson  River  Railroad  Com- 
pany each  month  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


Wheat.     Wheat-flour.       Com 


Oats.  Barley.  Eye 


January  ... 
February  . . 

March 

April 

May 

Juno 

July 

August 

September. 

October 

November  . 
December  . 

Total 


Bushels. 
11, 142 
12,  611 
21,  654 
27,416 
6,750 
7,483 
28,  283 
94,  633 
62,  073 
72,  389 
59, 109 
30,  263 


Barrels. 
50,  467 
43,  539 
68,  546 
91,  780 
120, 737 
80,  442 
43,  297 

110,  656 
211,  841 
254,  201 
186, 160 

111,  420 


Bushels. 

1, 153,  382 

1,  040,  014 

1,  522,  911 

1,  824,  367 

1, 182,  218 

1,  045,  640 

690,  476 

1, 153,  261 

867,  723 

660,  425 

707,  806 

594,  773 


Bushels. 
256, 163 
292,  290 
270,  975 
363,  781 
623,161 
996,  049 
267,  450 
381,  737 
768,  912 
792, 112 
359,  726 
267,  085 


Bushels. 
1,722 
1,375 

1,712 


450 

900 

15,750 

52, 104 

9,276 

1,325 


433,  806  ;      1,  373,  086 


12,  442,  996 


5,  639,  441 


84,  614 


Bushels. 
732 
1,157 

832 


1,200 
2,400 
3,600 
5,646 
5,  200 
4,517 
4,400 


29,  684 


Total  number  bushels  grain 24,809,428 

Number  bushels  in  summer  months 15,  434,  462 

Number  bushels  in  winter  months 9,  374,  966 

Average  per  month,  summer 2,  204,  923. 1 

Average  per  month,  winter 1,  874,  993.  2 


190 


APPENDIX. 


Wheat,  wheat-flour,  corn,  outs,  barley,  and  rye  shipped  from  Buffalo  and  Suspension  Bridge 
and  deliveredat  New  York  by  the  New  York  Central  and  Hudson  Hirer  Railroad  Company 
each  month  during  the  year  l~7i. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


Wheat.      Wheat-Hoar.       Corn. 


Oats. 


Barley. 


Rye. 


January  . .. 
February  . . 

March 

April 

May 

June 

July 

August 

September. 

October 

November  . 
December.. 


Bushels. 
7,197 

383 


41,300 

1,800 
50,  710 
292,  185 
252,  486 
308,613 
125,  77.-' 
238,  028 
226,  511 


Total ;     1,544,991 


Barrels. 
16,  983 
22,  584 

46,  004 
49,  800 

70,  648 
55,  678 

33,  262 

40.  274 

76,  209 

86,  991 

136,213 

71,  722 


Bushels. 
218,  992 
200,314 
110,453 
155,307 
574,  543 
236,  629 
139,  355 
197,  934 
78, 125 
35,  328 
25.  832 
78, 194 


Bushels. 

28,  538 

23, 106 

18,  694 

5,  722 

r,!<,  too 

232,  800 

174,975 

324.  494 

179,769 

229,594 

203,  537 

295,  250 


Bushels. 
7,582 
4,333 
8,358 


2,854 

450 

15,384 

4,500 
55,  600 
50,  362 
24,  959 
48,  641 


Bushels. 


742,368       2,051,006 


1,774,879 


223,  023 


800 
793 


1,593 


Total  number  bushels  of  grain 8,  936, 148 

Number  bushels  in  summer  mouths 6,  390,  355 

Number  bushels  in  winter  months 2,  545,  793 

Average  per  month,  summer 912,  908 

Average  per  month,  winter 509, 158 


Wheat,  wheat-flour,  corn,  oats,  barley,  and  rye  shipped  from  Buffalo  and  Suspension  Bridge 
and  delivered  at  Albany,  including  Schenectady  and  Troy,  by  the  New  York  Central  and 
Hudson  Hirer  Railroad  Company  each  mouth  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


Wheat. 


Wheat-flour. 


Corn. 


Oats. 


Barley. 


Eve. 


January  . .. 
February  . 

March 

April 

May 

June 

July 

A  ugust 

September 
October.... 
November  . 
December.. 

Total 


Bushels. 
1,750 
4,383 
5,640 
6,496 
10,  401 
4,833 
19,  550 
44.  250 
68,  856 
54,  575 
34,  737 
10,  366 


265,  837 


Barrels. 

3,618 

3,214 

6,890 

10,  264 

12,  450 
9,690 
4,690 
8,940 

13,  575 
22,  726 

14,  429 
8,175 


Bushels. 
07,  745 

19,  986 
51,200 
73,  596 
88,  291 
49,448 

20,  003 
51,  875 
20,  000 
29, 117 
30,  360 
28,  777 


Bushels. 
14,  581 
13,  944 
20,  250 
27,  325 
49,  569 
82,  487 
46,  036 
60,  200 
95, 112 
135,  043 
40,  332 
82,  587 


118,  061 


542,  398 


667,  466 


Bushels,  i     Bushels. 

34,187  i 

45,829  

22,035  

1,210  

3,052  I 

3,896  i 

4,906  

2,662  |  400 

33,229  3,993 

92, 103  4,  000 

66,160  I  4,614 

25,563  J  8,400 

334,832  ,  21,407 


Total  number  bushels  grain 2,  365,  914 

Number  bushels  in  summer  months  1,  655,  339 

Number  bushels  in  winter  months 710,575 

Average  per  month,  suinmer 236,  477 

Average  per  month,  winter 142,  115 


APPENDIX. 


191 


GRAND  TOTAL. 

If. nut,  wheat-flour,  corn,  oats,  barley,  and  rye  shipped  east  from  Buffalo  and  Suspension 
Bridge  each  month  by  the  New  York  Central  and  Hudson  Hirer  Railroad  Company  dur in y 
the  year  1872,  destined  to  Albany,  Troy,  Schenectady,  Xew  York,  and  Boston  and  other  New 
England  points. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


Wheat.     Wheat-flour,  i       Corn. 


Oats.  Barley. 


Eye. 


January  . . . 
February  .. 

March 

April 

May 

June 

July 

August 

September . 

October 

November  . 
December. . 

Total 


Bushels. 
20,  089 

17,  377 
27,  294 
75,  212 

18,  951 
63,  026 

340,  018 
391,369 
439,  542 
252,  742 
331,  874 
2G7, 140 


2,  244,  634 


Barrels. 
101,068 

69,  337 
121,  440 
151,  844 
203,  835 
145,  810 

81,  249 
165,  870 
301,  625 
363,  918 
336,  802 
191,  317 


Bushels. 
1,  440, 119 
1,  260,  314 

1,  684,  564 

2,  053,  270 
1,  845,  052 
1,  331,  717 

849,  834 
1,  403,  070 
971,  848 
724,  870 
769,  998 
701,  744 


Bushels. 
299,  282 
329,  340 
309,  919 
396,  828 
731,  130 

1,  311,  336 
488,461 
766,  431 

1,  043,  793 

1,  156,749 
603,  595 
644,  922 


Bushels. 

43,  491 

51,537 

32,  in:. 

1,210 

5,  906 

4,346 

20,  740 

8,062 

104,  579 

194,  569 

100,  395 

75,  529 


2,  234, 115  |  15,  036,  400 


8,081,786  I        642,469 


Bushels. 
732 
1,157 
832 


1,200 
2,400 
4,000 
9,039 

10,  000 
9,  921 

12,  800 


52,  684 


Total  number  bushels  grain .- 36,  111,  490 

Number  bushels  in  summer 23,  507,  150 

Number  bushels  in  winter 12,  604,  334 

Average  per  month,  summer 3,  358, 179 

Average  per  month,  winter 2,  520,  866 


Wheat,  wheat-flour,  corn,  oats,  barley,  and  rye  delivered  at  New  York  by  the  Eric  Railway 
each  month  during  the  year  1672. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


January  ... 
February  . . 

March 

April 

May 

June 

July 

August 

September . 

October 

November  . 
December.. 


Total 


Wheat. 


Bushels. 

39,  009 

97,  964 

70,  277 

53,  738 

12,  024 

57,  327 

168,  242 

140,  764 

295,  601 

128,  806 

212,  271 

262,  684 


1,  538,  707 


Wheat-flour. 


Barrels. 

56,  657 

34, 189 

58,  203 

74,  434 

102,  989 

133,  871 

81,  504 

81,  594 

142,  112 

250,  702 

220,  747 

138,  371 


1,  375,  373 


Corn. 


Bushels. 
887,  937 
593,  239 
502,  614 
280,  225 
792, 192 
471,358 
274,  632 
229,410 
223,  810 
89,  736 
70,  991 
129,  21,8 


4,  545,  442 


Oats. 


Bushels. 
26,  442 
67,  208 
987,  679 
434,  297 
129,  390 
437,  560 
432,  494 
456,  019 
630,  508 
313,  565 
237,  163 
363,  404 


4,  515,  729 


Barley. 


Bushels. 

50, 184 

119,473 

82,  725 

18,  556 


15,  755 

32,  699 

6,221 

74,  072 


399,  685 


Rye. 


Bushels. 


982 
355 


335 

803 

1, 171 

508 


4,154 


Total  bushels  grain 

Total  bushels  summer 

Total  bushels  winter 

Average  per  month,  summer 
Average  per  month,  winter.., 


Eastward  Agent's  Office. 

Foot  Duane  street.  Xeiv  York. 


17,192,895 

10,421,683 

6,771,212 

1,  488,  811.  8 

1,  354,  242.  4 

J.  B.  HOFFMAN,  Eastward  Agent. 


102 


APPENDIX. 


Wlieat,  wheat-flour,  corn,  oats,  barley,  and  rye  shipped  eastward  on  the  Erie  Railway  from 
Salamanca  each  month  of  the  year  lo72. 

|  Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


"Wheat. 


Wheat-flour. 


Corn. 


Oats. 


Barley. 


Eye. 


January ... 
February .. 

March 

April 

M  ay 

June 

July 

August . .  - 
September 

October 

November 
December  . 


Total . 


Bushels. 

2,183 

683 


4,016 
11,  652 

2,916 

7,906 
29,  633 
24,  883 
23,  800 

5,601 
14, 100 


Barrels. 

20,  557 
14,  821 
26,  934 
30, 118 
34,540 
23,  949 

21,  461 
39,  906 
59,  846 
88, 134 
77,  358 
48,  210 


Bushels. 

244, 300 

130,  533 

218,  482 

137,  749 

125,  683 

97,  799 

51,  666 

68, 100 

67,  516 

120, 132 

77, 134 

91,  794 


Bushels. 

108,  781 

57, 125 

113,  000 

129,  846 

107,  094 

124,  621 

84,  781 

82, 125 

131,  375 

71, 188 

62,  345 

119,  875 


127,  373 


485,  834 


1,  430,  888 


1, 192, 156 


Bushels. 

4,766 

5,  7U0 

983 

14,  200 

25,  649 


3,463 
9,166 

2,100 
733 


66,  760 


Bushels. 


350 
333 


667 
1,266 
1,116 


Total  bushels  grain 

Number  of  bushels  in  summer. 
Number  of  bushels  iu  winter ... 
Average  per  month,  summer.. 
Average  per  month,  winter 


5,  007,  845 

2,  968, 489 

2,  039,  35<! 

424,  070 

407.  871 


Wheat,  wheed-jtour,  corn,  oats,  barley,  and  rye  shipped  eastward  on  the  Erie  Railway  from 
Buffalo  and  Suspension  Bridge  each  month  of  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Months. 


Wheat. 


Wheat-flour, 


Corn. 


Oats. 


Barley. 


Eye. 


January . . . 
February . . 

March 

April 

May 

June 

July 

August 

September . 

October 

November . 
December  . 


Bushels. 

38,  767 

147,  709 

85,  052 

47,  317 

50.  319 

107,  005 

137,  080 

255,  741 

245,  978 

227,  445 

365,  373 

155,  517 


Barrels. 
16,  723 
8,018 
28,  979 
55,  002 
94,  079 
107,  559 
68, 140 
81,  529 
124,  314 
172, 172 
105,368 
23,  539 


Bushels. 
804,  434 
567,  683 
449,377 
390,  905 

1,  030, 146 
460,  395 
171, 113 
459,  848 
264, 196 
417,  624 
187,  803 
143,  214 


Bushels. 
104,  601 
28,  613 
160,  572 
262,  461 
233,  792 
529,  549 
372,  677 
388,  703 
524,  018 
429,  280 
202  957 
208,  951 


Bushels. 
30,  852 
28,  005 
49,  728 
13,  255 
472 


27,  074 
66,  543 
135,  885 
31,  611 


Total 1,863,303 


885,  422 


5,  346,  938 


3,  446,  174 


383,  425 


Bushels. 
357 


341 

1,480 

2,188 

718 

2,864 


7,948 


Bushels. 

Total  number  bushels  grain 11,  047,  788 

Total  number  barrels  flour,  885  422,  equal  to 3,984,399 

Total  number  bushels  grain 15,  036, 187 

Number  bushels  in  summer 10,  6S8,  968 

Number  bushels  in  winter 4,  347,  219 

Average  per  month,  summer  1-  537,  79". 

Average  per  month,  winter 869,  443. 


APPENDIX. 


193 


Statement  of  flour  and  grain  of  all  kinds  delivered  at  New  York  by  the  Pennsylvania  Railroad 
Company  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.  | 


Flour,  pounds. 

Grain  of  all  kinds,  pounds. 

Mouths. 

From  Pittsburgh  and 

way  points  on  Penn- 
sylvania Ilailroad. 

From  way  points  be- 
tween Philadelphia 
and  New  York. 

o 

"2  a  . 
Sg-s 

—  —  ? 

3  C  - 

5-2" 

S   P.  I 

i  s 

"3.2r2 

-     t 
*£& 

a  c  t 
fl  >  ^ 

g-&! 

Eh 

"3 
o 
H 

January 

February 

6,157,513 
4, 178,  020 
6, 496,  351 
8,  717,  546 
8,  749,  100 

8,  881,  271 
5, 303,  758 
5, 467,  328 
8, 186,  554 

9,  797,  962 
12,  233,  669 

9,  682,  360 

202,  000 

203,  000 
201,414 
351,  847 
157, 110 
116,  835 
120,  050 
131,  400 

96,910 

138,  082 

295,  385 

1, 148,  924 

6,  359,  513 
4,381,020 
6,  697,  765 
9,  069,  393 
8,  906,  270 
8,  998, 106 
5,  423,  808 
5,  598,  728 

8,  283,  464 

9,  936,  044 
12,  529,  054 
10,  831,  284 

28,  584,  437 
22,  047,  522 
27, 104,  393 
37,  679,  792 
18,  540, 146 
14,  621,  374 
7,  019,  524 
18,  581,  532 
12,  808,  002 
3,314,619 
2,  814,  036 
4,  063,  241 

304.  000 
306,  000 

305,  236 
151,  684 

24,  269 

1,500 

3,250 

4,260 

4,694 

13, 185 

94,  010 

104,  236 

28,888,437 
22,  353,  522 
27,  409,  629 
37  831  476 

18,  564,  415 
14,  622,  874 

7  022  774 

18,  585,  792 
12,  812,  696 
3,  327,  804 
2,  908,  046 

4, 167,  477 

September 

October  

November 

December 

Total 

93,  851,  492 

3, 162,  957 

97,  014,  449       197, 178,  618 

1,  316,  324 

198,  494,  942 

Note. — Pennsylvania  Railroad  records  have  not  been  kept  to  show,  in  totals,  the  shipments  of  dif- 
ferent kinds  of  grain  separately. 


Statement  of  flour  and  grain  of  all  kinds  delivered  at  Philadelphia  by  the  Pennsylvania  Pail- 
road  Company  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Flour,  pounds 

Grain 

of  all  kiuds,  pounds. 

Months. 

From            ]Fr0™ffrie 
Pittsburgh.   I      „   aml.    . 
=       i  way  points. 

Total. 

From 
Pittsburgh. 

From  Erie 

and 
way  points. 

Total. 

January 

February 

4,  710,  365 

3,  007,  851 

2,  749,  431 
7,271,199 

4,  854,  720 

3,  749,  759 

4,  978,  388 

4,  340,  438 
4,  578.  069 
6,  214,  579 
3, 197,  222 
5, 146,  082 
6\  577,  668 
4  464  731 

9,050,803         10,517,569 

7,  585,  920         17,  515,  914 

8,  964,  010  i       14,  001,  664 
10,  468,  421  i       17,  484,  682 
10,000,802  1      37,952,485 
10,327,427  !       49,219,348 

9,  443, 119         48,  000,  916 
7,  339,  987           42.  985.  9R6 

11,888,635 
16,  518,  111 
10,  076,  668 
10,  719,  372 
14,  620,  993 
10,279,563 
6,  914,  778 
9,  617,  979 

14,  634,  362 

15,  063,  220 
15,  210,  715 
10, 139,  668 

22,  406,  204 
34,  034,  025 
24,  078,  332 
28,  204,  054 

52,  573,  478 

59,  498,  911 
54,  915,  694 

3, 169,  053           4, 170  934 

52,  603,  965 

September 

3,  264,  805 

5,  748, 448 

6,  220,  220 

4,  331,  885 

4,  580,  442 
6,  548,  019 
6, 016,  580 
4,  217,  337 

7,  845,  247 
12,  296,  467 
12,  236,  800 

8,  549,  222 

46,  937,  694 
43, 158,  571 
19,  060,  451 
12, 416,  566 

61,  572,  056 
58,  221,  791 

November 

December 

34,  277, 166 
22,  556,  234 

Total 

54,  056, 124         60,  052, 101 

114,108,225  1     359,257,846 

145,  684,  064 

504,  941,  910 

Note. — Pennsylvania  Railroad  records  have  not  been  kept  to  show,  in  totals,  the  shipments  of  dif- 
ferent kinds  of  grain  separately. 

13  A 


194 


APPENDIX. 


Statement  of  shipments  of  four  and  grain  of  all  kinds  from  Pittsburgh  and  Erie,  eastwarJly, 
by  the  Pennsylvania  Railroad  Company,  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Flour,  pounds. 

Grain  of  all  kinds,  pounds. 

Months. 

From 
Pittsburgh. 

From  Erie.           Total. 

From 
Pittsburgh. 

From  Erie. 

Total. 

January  

February 

May 

June 

July 

August 

September 

October 

November 

December 

12,  887,  887 
7,  896,  491 
10, 193,  598 
18,  735, 146 
16,  972,  649 
14,  256,  566 
12,  038,  381 
12,  865,  542 
14,  683,  882 
18,  863, 131 
22,  528, 194 
16,  406,  391 

3,  234,  647  I      16, 122,  534 

1,  975, 107  |        9,  871,  598 

2,  616,  217         12,  809,  815 
2,427,683         21,162,829 
7,  196,  675  1       24,  169,  324 
9,177,967         23,434,533 
6,227,977  1      18,266,358 
6,  453,  086         19,  318,  628 

6,  745,  963  '      21,  429,  845 
9,097,681  |      27,960,812 
9,095,760  ;       31,623,954 

7,  586, 169         23, 992,  560 

43, 175,  358 
45,  550,  615 
37, 741,  783 
61,  701, 153 
64,  644,  840 

69,  206,  277 
63,  794,  706 

70,  745, 158 
69,  960, 136 
57,  892, 108 
34,  620, 123 
22,  568,  005 

15,  807,  410 
lti,  714,  834 
11,  768,  910 
24,  072,  826 
60, 474,  820 
35,  010,  098 
18,  622,  077 
38,  576,  015 
37,  608,  278 
32,  800,  206 
40,  518,  644 
31, 206,  585 

58,  982,  768- 
62,  265,  449 
49,  510,  693 
85,  773,  979 
125, 119,  660 
104,  216,  375 
82,  416,  783 
109,  321, 173 
107,568,414 
90,  692,  314 
75, 138,  767 
53,  774,  590 

Total 

178,  327,  858  |      71,  834,  932 

250, 162,  790 

641,  600,  262 

363, 180,  703 

1,  004,  780,  965 

Note. — No  records  have  been  kept  showing  shipments  of  different  kinds  of  grain  separately.! 


Wheat,  ivheat-flour,  corn,  oats,  barley,  and  rye  delivered  at  Baltimore  by  the  Baltimore  and 
Ohio  Railroad  each  month  during  the  year  1872. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Total 


Total  bushels  of  grain 9,590,399 


Grain  and  four  delivered  at  Cairo,  III.,  bi/  the  Illinois  Central  Railroad  during  the  i/ears 

1872  and  1873. 


[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Grain. 

1872. 

1873. 

Grain. 

1872. 

1873. 

Wheat bushels.. 

"Wheat-flour barrels. . 

Corn bushels.. 

393,  460 

258, 127 

1,  452, 100 

432,  340 

137,  225 

1.  747,  360 

Rye... 
Oats... 
Barley . 

bushels.. 

do.._. 

do.... 

21,  620 

1,  998,  670 
2,000 

26,  430 

1,  566,  790 

1,480 

APPENDIX. 


195 


Statement  showing  amount  of  flour  and  grain  forwarded  from  Nashville  south — June  30, 

1872,  to  June  30,  1873. 

[Prepared  for  the  United  States  Senate  Committee  on  Transportation.] 


Route. 


Flour. 


Wheat. 


Corn. 


Other  grain. 


Via  Louisville  and  Nashville  and  Great  Southern 

Railroad,  via  Decatur. 
Via  Nashville  and  Chattanooga  Railroad  : 

From  Nashville  proper 

From  Louisville  and  Nashville  Railroad 

From  Nashville  and  Northwestern  Railroad 

From  Saint  Louis  and  lion  Mountain  Railroad. . 

From  Saint  Louis  and  Southeastern  Railroad . . . 

Total 


Barrels. 
54,  029 


24,  067 
64,  212 
17, 155 
54, 125 
17,  367 


Bushels. 
33,  568 


54,  089 
32,  639 

35,  333 
86,  493 

36,  370 


Bushels. 
785,  342 


568,  941 
304,  897 
661, 110 
507,  952 
356,  464 


230,  955 


278, 492 


3, 184,  706 


Bushels. 
Ill,  545 


22,  059 

86, 147 

268, 122 

222,  810 

143,  006 


853,  689 


ALBERT  FINK, 

Vice-President  Louisville  and  Nashville 

and  Great  Southern  Railroad. 


STATEMENT  IN  REGARD  TO  THE  CHESAPEAKE  AND  OHIO  CANAL,  BY  A. 
P.  GORMAN,  PRESIDENT. 

Office  of  Chesapeake  and  Ohio  Canal  Company, 

Annapolis,  March  23,  1874. 

To  the  Committee  on  Transportation-Routes  to  the  Seaboard,  United  States  Senate  : 

Gentlemen:  We  beg  to  present  to  your  honorable  consideration,  the  following  con- 
densed statement  of  the  advantages  possessed  by  the  Chesapeake  and  Ohio  Canal,  and 
the  feasibility  of  its  extension  to  the  Ohio  River  as  a  great  central  water-line  to  unite 
the  valley  of  the  Mississippi  with  the  Atlantic  seaboard. 

The  charter  of  this  company  was  granted  in  1824,  by  the  State  of  Virginia,  and  rati- 
fied by  the  States  of  Maryland  and  Pennsylvania  and.  by  the  Congress  of  the  United 
States. 

The  surveys  were  made  by  the  engineers  of  the  general  government,  under  the  di- 
rection of  the  United  States  Board  of  Internal  Improvement. 

The  original  design  contemplated  a  canal  of  small  dimensions,  but  the  board  of  en- 
gineers, considering  this  to  be  the  great  central  line  of  communication  between  the 
East  and  the  West,  advised  its  construction  on  a  much  larger  scale,  commensurate 
with  its  importance  as  a  national  highway. 

Enlarged  dimensions  were  also  recommended  by  the  committees  of  Congress,  and 
adopted  by  the  company,  conti-olled  as  it  was  by  the  United  States  and  the  District 
cities,  and  the  legislation  of  Congress  strougly  encouraged  the  company  to  expect 
that  the  national  Treasury  would  supply  a  due  portion  of  the  requisite  means  for  its 
completion  to  the  Ohio  River. 

One  million  dollars  was  subscribed  to  the  capital  stock  of  the  company  by  the 
United  States,  and  a  like  amount  by  the  city  of  Washington,  but  the  assistance  of  the 
general  government  was  limited  to  the  one  subscription. 

Notwithstanding  the  reasonable  expectations  of  the  company  of  further  aid  from 
the  general  government,  the  work  had  so  far  progressed  upon  the  enlarged  plan  tbat 
the  State  of  Maryland  was  compelled  to  furnish  the  greater  part  of  the  sum  necessary 
for  its  completion  to  Cumberland,  relying,  as  she  always  has,  that  the  original  design 
of  completing  the  canal  to  the  Ohio  River  would  be  carried  out  by  further  subscrip- 
tions by  Congress. 

The  board  of  engineers  reported  upon  the  work  in  three  divisions : 

First.  From  the  city  of  Washington  to  Cumberland,  at  the  foot  of  the  Alleghany  slope. 

Second.  From  Cumberland  across  the  Summit  to  the  mouth  of  Castleman's  River. 

Third.  Thence  to  Pittsburgh,  a  total  distance  of  341  miles. 

From  Pittsburgh,  Lake  Erie  may  be  reached  by  a  caual  of  119  miles. 

The  first  division  extending  from  Washington  to  Cumberland,  a  distance  of  184-J 
miles,  has  been  constructed  upon  the  enlarged  dimensions,  at  a  cost  of  about  $11,000,000, 
and  is  now  in  successful  operation. 

From  Washington  to  Harper's  Ferry  the  width  of  water-surface  is  60  feet.  From 
that  point  to  Cumberland  it  is  54  feet,  and  the  depth  throughout  is  f>  feet. 


19G  APPENDIX. 

Upon  this  division  there  are  74  locks,  100  feet  long  between  the  gates  and  15  feet 
wide,  admitting  boats  of  135  tons  burden. 

The  capacity  of  this  canal,  with  its  present  dimensions,  for  a  season  of  navigation 
of  nine  months  is  not  less  than  4,000,000  tons  per  annum. 

The  second  or  mountain  division  was  surveyed  in  great  detail  by  the  United  States 
engineers  in  1824  and  '25,  who  examined  and  reported  upon  two  routes,  one  by  way  of 
Savage  River  and  Deep  Creek,  and  a  second  by  Wills  Creek  and  Castleman's  River. 

This  latter  route,  leaving  Cumberland  by  the  Valley  of  Wills  Creek,  ascends  that 
stream  "29  miles  to  the  summit  tunnel,  4  miles  in  length,  designed  to  pierce  the  main 
divide  between  the  waters  of  the  Potomac  and  those  of  the  Ohio  at  an  elevation  of 
1,972  feet  above  tide. 

The  canal  emerging  from  the  tiiDiiel  into  the  waters  of  Castleman's  follows  that 
stream  to  its  junction  with  the  Youghiogheny,  a  distance  of  35f  miles. 

The  second  route  reported  upon  by  the  United  States  engineers,  and  called  the  Deep 
Creek  route,  follows  from  Cumberland  the  north  branch  of  the  Potomac  to  the  month 
of  Savage;  thence  by  Savage  River  and  Crabtree  Creek  to  the  summit  level,  distant  45 
miles  from  Cumberland.  The  tunnel  on  this  line  will  be  but  1£  miles  in  length,  although 
at  an  elevation  higher  by  400  feet  than  that  on  the  Wills  Creek  route  The  summit 
level  is  13  miles  in  length,  and  from  its  western  end  the  canal  follows  Deep  Creek  and 
the  Youghiogheny  to  the  mouth  of  Castleman's,  a  distance  of  31  miles.  The  total  dis- 
tance  from  Cumberland  being  89f  miles,  or  19f  miles  longer  than  the  Wills  Creek 
route. 

Of  these  two  routes  that  by  Wills  Creek  alone  is  estimated,  the  cost  being  placed  at 
$10,028,122. 

The  western  division,  85£  miles  in  length,  reaches  from  the  mouth  of  Castleman's 
River  to  Pittsburgh,  and  was  estimated  by  General  Bernard  to  cost  $4,170,223,  making 
the  total  estimated  cost  of  the  canal  from  Cumberland  to  Pittsburgh  $14,928,345. 

As  these  surveys  and  estimates  were  made  in  1825,  and  for  a  canal  of  48  feet  in 
width,  the  cost  of  constructing  a  canal  of  the  dimensions  of  the  eastern  division 
would  be  increased ;  in  addition  to  which,  the  construction  of  a  railroad  up  the  valley 
of  Wills  Creek  renders  the  construction  of  a  canal  upon  this  route  more  difficult  and 
expensive. 

We  should,  however,  here  remark  that  the  estimate  of  cost  and  other  matters  re- 
ported upon  by  the  board  of  United  States  engineers  wTere  found,  in  the  construction 
of  the  eastern  division,  to  be  remarkably  accurate,  the  actual  cost  of  work  not  having 
exceeded  the  estimate;  and  with  the  same  conditions  we  are  convinced  that  their  esti- 
mate for  the  remaining  portions  of  the  line  would  be  found  to  be  equally  reliable. 

It  is  proper,  however,  to  say  that  since  the  surveys  of  1824-'25  that  portion  of  the 
western  division  which  extends  from  Pittsburgh,  up  the  Monongahela,  to  the  mouth 
of  the  Youghiogheny,  has  been  made  good  slack-water  navigation,  and  a  company  is 
now  incorporated  to  improve  the  Youghiogheny -by  locks  and  dams  as  far  up  as  Con- 
nellsville,  at  the  mouth  of  Castleman's  River,  and  even  to  Ohiopyle  Falls,  a  total  dis- 
tance of  sixty-six  miles  from  Pittsburgh,  leaving  but  ninety  miles  of  canal  to  be  con- 
structed. In  view  of  these  facts,  Congress  at  its  last  session  made  a  small  appropri- 
ation, only  sufficient  to  make  an  examination  of  an  intermediate  line  to  those  surveyed 
in  1824-25,  the  survey  being  in  charge  of  Colonel  Sedgwick,  under  the  general  direc- 
tion of  Colonel  Merrill,  of  the  United  States  Engineer  Corps,  who  reports  that  he 
examined  the  Savage  River  route  which  was  explored  by  instrumental  reconnaissance 
in  1873,  and  is  a  continuation  of  the  navigable  feeder  designed  to  follow  the  Deep 
Creek  route  to  the  mouth  of  Savage  River.  It  turns  oft'  from  that  route  at  the  mouth 
of  Crabtree  Creek  and  follows  the  Savage  River,  bearing  nearly  north,  for  8  miles,  to 
the  mouth  of  Blue  Lick  Creek,  and  thence  eastward,  3  miles,  to  the  summit-tunnel 
level.  This  tunnel  would  be  5  miles  long,  and  lead  directly  into  the  Castleman's  Kiver 
at  Pleacher's  Narrows,  at  the  place  where  the  supply  reservoir  for  the  Wills  Creek 
route  would  now  be  located.  This  tunnel  would  have  an  elevation  of  2,100  feet 
above  tide,  and  be  128  feet  higher  than  the  Wills  Creek  summit  tunnel.  Thence  the 
route  lies  in  the  valley  of  Castleman's  River  for  12  miles  to  the  mouth  of  Flaugherty 
Creek,  joining  on  to  the  main  line.  This  route  is  longer  than  the  Wills  Creek  route, 
but  the  cost,  as  compared  with  the  Wills  Creek  route,  is  very  nearly  the  same. 

The  estimated  cost  of  the  construction  of  the  canal  by  the  route  examined  by  Colonel 
Sedgwick,  with  a  tunnel  of  five  miles  iu  length,  of  sufficient  width  for  the  passage  of 
boats  in  both  directions,  is  sl9,900,000,  and  he  reports,  as  did  the  board  of  United 
States  engineers,  iu  1824-25,  that  the  water  supply  is  ample,  as  the  Catchment  basin 
of  the  Castleman's  River  above  the  western  end  of  the  SaCVage  summit  tunnel  is  about 
twelve  miles  long  and  live  or  six  miles  wide,  equal  to,  say,  sixty  square  miles.  Taking 
the  annual  rain-fall  as  an  average  of  that  of  record  for  a  long  series  of  years  at  Carlisle, 
Gettysburg,  and  Pittsburgh,  at  Marietta  and  Portsmouth,  Ohio,  and  the  higher 
mountain  region  should  be  somewhat  greater,  we  get  au  annual  rain-fall  of  38  inches. 
If  but  one-third  of  this  rain-fall  should  be  conserved  in  reservoirs,  there  would  be 
stored  1,965,632,000  cubic  feet  of  water. 


APPENDIX.  197 

The  daily  consumption  and  loss  of  water  by  passing  180  boats  over  the  summit, 
allowing  for  loss  by  filtration  and  evaporation,  as  given  by  the  best  authorities,  would 
be  about  3,500,000  cubic  feet,  and  the  annual  consumption  in  a  period  of  ten  months, 
1, 150,000,000  cubic  feet,  less  than  60  per  cent,  of  the  quantity  saved,  or  only  20  per  cent, 
of  the  total  rain-fall. 

The  daily  consumption  of  water  is  for,  say,  one  hundred  boats  passing  the  summit 
in  twenty-four  hours,  2,500,000  cubic  feet,  equal  to  29  cubic  feet  per  second.  The 
average  daily  supply  of  the  stream  at  the  Pleacher's  Narrows,  the  place  where  the 
Savage  Eiver  line  would  enter  the  valley,  taken  from  gauges  of  March  and  June,  is  at 
the  rate  of  58  cubic  feet  per  second,  or  twice  the  quantity  required. 

A  reservoir-site  has  been  surveyed  at  this  place,  Pleacher's  Narrows,  to  store  water 
for  the  dry  months  of  July,  August,  and  September,  during  a  portion  of  which  time 
the  minimum  supply  of  the  stream  is  about  18  cubic  feet  per  second. 

This  reservoir  has  a  capacity  of  126,333,780  cubic  feet.  The  demands  of  the  canal, 
including  all  losses  by  evaporation  and  filtration,  are,  as  above,  2,500,000  cubic  feet 
per  day,  and  the  daily  infiux  to  the  reservoir  not  less  than  1,500,000  cubic  feet  by  the 
minimum  irauge  of  18  cubic  feet  per  second,  leaving  to  be  supplied  from  the  reservoir 
daily  1,000,000  cubic  feet,  which  would  not  exhaust  the  supply  in  less  than  126  days, 
or  four  months  and  six  days.  There  are  favorable  conditions  for  another  large  reser- 
voir at  the  crossing  of  the  National  Road  over  Castleman's  River,  near  Grantsville, 
about  three  miles  farther  up.  The  conditions  for  feeding  the  summit-level  of  the 
Savage  River  route  are  particularly  favorable  in  that  the  tunnel  would  have  its  western 
approach  immediately  at  the  site  of  the  reservoir,  and  at  the  same  level,  saving  from 
300,000  to  400,000  cubic  feet  of  water  daily. 

The  slope  of  the  canal  leading  down  from  the  summit  would  receive  feed-water 
from  the  Savage  River,  within  three  miles  of  the  summit;  and  again  at  the  mouth  of 
the  Savage  River  from  the  main  north  branch  of  the  Potomac;  while  on  the  western 
slope  the  canal  would  descend  again  to  the  bed  of  the  stream  at  the  mouth  of  Piney 
Run,  and  receive  the  full  supply  of  the  Castleman's  River.  Auxiliary  reservoirs  are 
quite  practicable  on  Meadow  Run  and  Piney  Run,  and  at  convenient  intervals  in  the 
valley  of  the  Castleman's  from  the  main  stream  and  its  tributaries. 

THE  BENEFITS  OF  THE  EXTENSION. 

The  extension  of  this  canal  by  the  Wills  Creek  route  would  bring  it  three  miles 
nearer  the  Cumberland  coal-fields,  which  now  produce  nearly  three  millions  of  tons  of 
coal  annually,  of  which  amount  about  one-third  passes  over  the  canal  to  tide-water, 
notwithstanding  the  competition  between  it  and  the  raih-oad  lines,  who  control  the 
only  means  of  transportation  between  the  mines  and  the  canal. 

The  extension  by  the  Wills  Creek  route  would  touch  within  three  or  four  miles  of  the 
Salisbury  coal-basin,  next  west  of  the  Cumberland  basin,  lying  in  the  valley  of  the 
Castleman's,  together  with  the  coal-fields,  mining  and  manufacturing  interests  of  the 
Youghiogheuy  Valley,  from  which  over  three  millions  of  tons  annually  is  now  shipped. 

By  the  Savage  River  route,  the  extension  would  cut  the  southern  end  of  the  Cum- 
berland coal-basin  at  Piedmont,  twenty-eight  miles  west  from  Cumberland  (from  which 
point  no  shipments  of  coal  to  the  canal  are  now  made  because  of  railroad  discrimina- 
tion against  the  canal),  and  traverse  the  Salisbury  coal-basin  from  the  summit-level 
to  Myer's  Mills,  a  distance  of  ten  miles,  Avhile  from  the  month  of  Savage  River  to  Myer's 
Mills,  a  distance  of  thirty-six  miles,  the  region  abounds  in  coal,  fire-clay  of  the  best 
quality,  and  fine  timber-lands,  all  of  which  have  no  outlet  to  market.  In  addition  to 
which,  the  coal-basin  of  the  Youghiogheny  Valley  and  all  the  mining  and  manufact- 
uring interests  of  this  valley  to  Pittsburgh  would  be  upon  the  banks  of  the  proposed 
extension. 

If  this  line  were  now  completed  for  the  sum  herein  estimated  (including  the  cost  of 
the  one  hundred  and  eighty-four  miles  constructed  and  the  ninety  miles  to  be  com- 
pleted, and  the  completion  of  the  slack-water  navigation),  the  entire  cost  would  not 
exceed  $35,000,000. 

TRADE    OF   THE   CANAL. 

The  annual  tonnage  of  the  Chesapeake  and  Ohio  Canal,  with  its  present  imperfect 
connections  from  only  a  part  of  the  Cumberland  coal-basin,  and  its  entire  exclu- 
sion from  the  trade  of  the  southern  or  Piedmont  end  of  the  basin,  is  one  million  tons. 
If  extended,  as  proposed,  through  the  coal-regions  heretofore  enumerated,  the  mines 
of  which  are  now  in  active  operation,  and  from  which  there  is  now  being  annually 
shipped  over  five  million  tons,  at  a  cost  of  not  less  than  $5  per  ton,  it  is  safe  to  say 
that  at  least  three  million  tons  of  coal  per  annum  alone  would  pass  over  this  canal, 
at  a  reduction  of  not  less  than  $2  per  ton,  thus  saving  to  the  consumers  $6,000,000  per 
annum. 

In  addition  to  which  a  very  large  tonnage  could  be  reasonably  expected  from  the 
agricultural  and  other  productions  of  the  West,  which  would  insure  from  the  very  day 
of  its  completion  a  tonnage  which,  at  moderate  charges  for  tolls  and  transportation, 


198 


APPENDIX. 


would  pay  the  interest  upon  the  cost  of  the  work  and  its  maintenance  in  proper  navi- 
gable condition. 

As  hereinbefore  stated,  the  trade  from  the  mines  and  products  of  the  West  as  already 
created,  in  part  passing  through  less  favorable  channels,  is  sufficient  to  engage  the 
whole  capacity  of  this  canal,  but  the  capacity  of  that  portion  now  completed  can  be 
doubled  by  the  expenditure  of  not  more  than  one  million  of  dollars,  by  lengthening  its 
locks  so  as  to  admit  the  passage  of  two  boats  at  once. 

So  favorable  are  the  conditions  of  this  route,  and  so  vast  are  the  results  to  be  at- 
tained by  its  completion  at  such  a  moderate  cost,  when  compared  with  the  benefits  to 
be  derived  by  the  mining,  manufacturing,  agricultural,  and  other  industrial  interests, 
that  we  cannot  too  strongly  urge  upon  your  honorable  committee  a  favorable  consid- 
eration and  recommendation  to  the  Congress  of  the  United  States  to  grant  sufficient 
aid  to  secure  its  completion  at  an  early  day. 

In  making  this  request  we  beg  leave  to  remind  you  that  the  general  government  is 
to  some  extent  committed  to  this  work  and  a  stockholder  to  the  amount  of  $2, 500, 000, 
and  has  invested  large  amounts  of  the  Indian  trust  funds  in  its  bonds,  all  of  which 
would  be  greatly  increased  in  value  by  the  completion  of  this  work. 

Respectfully  submitted. 

A.  P.  GORMAN, 
President  Chesapeake  and  Ohio  Canal  Company. 


Table  showing  the  quantities  of  wheat,  ivheat-flour,  and  com  received  at  and  shipped  from 
Montreal  during  a  period  of  twenty-eight  years. 

[From  the  report  of  the  Board  of  Trade  of  Montreal.] 


Tears. 


Flour. 


Receipts.     Shipments 


Wheat. 


Receipts.     Shipments 


Corn. 


Receipts.     Shipments 


1845 
1846. 
1847. 
1848 
1849 
1850 
1851 
1852. 
1853 
1854 
1855 
1856 
L857 
1858 
1859 
1860 
1861 
1862 
1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 


Barrels. 


494, 
582, 
627, 
546, 
J>o. 
483, 
510, 
565, 
595, 
484, 
433, 
589, 
573, 
669, 
575, 
577, 
095, 
174, 
193, 
858, 
782, 
704, 
738, 
790, 
975, 
,061, 
951, 
921, 


Barrels. 


202,  821 
271,  559 
154,  908 
535,  593 
182,  988 
255,  546 
215,  524 
244,  400 
97,  724 
53,  383 

196,  731 
239,  301 

197,  742 
105,  973 
277,  567 
605,  942 
597,  477 
616,  021 
858,  071 
637,  001 
575, 198 
569,  021 
683,  612 
966,  067 
975,  513 
908,  844 
832,  931 


Bvshels. 

344,  890 
439, 177 
540,  957 
482,  645 
357,  900 

345,  272 
443,  477 
724,  056 
906,  989 
531,  785 

634,  317 
1,  340,  705 
1,  667,  724 

1,  774,  465 

635,  424 

2,  622,  602 

7,  738,  084 

8,  534, 172 

5,  509, 143 
4, 194,  217 
2,  648,  674 

773,  208 
2,  939,  295 
2,  426,  869 

7,  462,  033 

6,  508,  315 

8,  224,  805 
4,  665,  314 


Bushels. 


376,  852 
560,  858 
130, 187 
481,  768 

71,  359 
129, 114 
307,  656 
485,  609 
122,  636 

45,  707 
774, 167 
859,  912 
669,  241 

58,  005 
1,  645,  209 

5,  584,  727 

6,  500,  796 
3,  741, 146 
2, 406,  531 

787,  938 
83,  278 
1,  576,  528 
1,  081,  958 
5,  595,  332 
5,  973,  048 
7,680,834 
3,  818,  450 


Bushels. 


44, 150 

50,  514 

51,  965 
96,  930 
92, 199 
83,  421 

651, 149 
622,  208 
437, 154 
330,  084 
105,  087 
71,430 
138,  214 

1,  565,  477 

2,  661,  261 
862,  534 
158,  564 
934,  421 

2, 117,  208 
891,  605 

1,  086, 152 

141,  982 

83,  656 

3, 171,  757 

7,  656,  440 


Bushels. 


5,719 

26,  912 

300 


146,  748 

28,  629 

158,  234 

28,  631 

14,  967 

3,  015 

24,  387 

1,  477, 114 

1,  774,  546 

638,  281 

'.'1,  '.174 

734,  849 

1,  870,  223 
681.  708 
782,  497 
108,  018 

6,043 

2,  870,  998 
7,  546,  390 


APPENDIX. 


199 


Statement  showing  date  of  the  opening  and  closing  of  navigation  on  Lake  Champlaln,  at  Rouse's 
Point,  during  the  years  enumerated. 


Tear. 


1859 
I860 
1861 
1862 
1863 
1864 
1865 
1866 


Opened. 


April  5 

April  16 

April  3 

April  24 

April  11 

April  11 

Mar.  31 

April  19 


00            1 

t*J 

<S     • 

r:  a 

Closed. 

o  p,    ! 

■    6° 

* 

Dec.      2 

242 

Dec.      5 

234 

Nov.    29 

241 

Dec.      1 

222     ! 

Dec.      6 

240 

Dec.      9 

243     ! 

Dec.      5 

250 

Dec.    13 

239 

Year. 


1867 
1868 
1869 
1870 
1871 
1872 
1873 


Opened. 


April  21 

April  7 

April  23 

April  18 

Mar.  28 


Closed. 


Dec.  1 

Dec.  2 

Dec.  3 

Dec.  1 

Nov.  27 


April  28    Nov.    30 
April  27   


225 
240 
225 
228 
244 
217 


ROUSE'S  Point,  October  13,  1873. 


HENKT  ORVIS, 

Deputy  Collector. 


ESTIMATED  YIELD  OF  WHEAT,  CORN,  RYE,  OATS,  AND  BARLEY,  FOR  THE 
YEAR  1872,  IN  THE  SEVERAL  DIVISIONS  OF  THE  UNITED  STATES. 

[The  following  table  was  prepared  for  this  committee  by  Mr.  J.  R.  Dodge,  statistician  of  the  Depart- 
ment of  Agriculture.] 


Divisions  and  States. 

Wheat, 

Corn. 

Rye. 

Oats. 

Barley. 

FIRST  DIVISION. 

Ohio 

Bushels. 

18,  203,  000 
13,  936,  000 

19,  381,  000 
24,  711,  000 
22,307  000 
23,  200,  000 
22,  080,  000 

7,  695,  000 
2, 155,  000 
2,  560,  000 

Bushels. 
99,  351,  000 
16,  987,  000 
85,  541,  000 

217,  628,  000 

21,180,000 

7,  988,  000 

101,  989,  000 

105,  741,  000 
29,  631,  000 
7,  589,  000 

Bushels. 

414,  000 

228,  000 

41C,  000 

2,  211,  000 

1,  193,  000 

75,  000 

533,  000 

406,  000 

81,  000 

12,  300 

Bushels. 
27, 489,  000 

9,  248,  000 
13,  080,  000 
43, 122,  000 
16,  546,  000 

9, 459,  000 
19,  934,  000 
16,  850,  000 

6.  084,  000 

1,  667,  000 

Bushels. 
1,  752,  000 

554,  000 

323,  000 

2,  073,  000 

1,  546,  000 

979,  000 

2, 194,  000 

251,  000 

111,000 

309,  000 

Total 

156,  228,  000 

693,  625,  000 

5,  563,  300 

163,  479,  000 

10,  092,  000 

SECOND  DIVISION. 

293,  000 
182,000 
392,  000 
32,  000 

1,  218,  000 
1,  374,  000 
1,  921,  000 
1,461,000 
295,  000 
1,  705,  000 

30,  600 
43,  500 
62, 100 

235,  000 
19,  300 

311,  000 

1,  741,  000 
1, 127,  000 
3,  509,  000 
716,  000 
163,  000 
1,  063,  000 

526,  000 

93,  000 

100,  000 

118,  000 

29,  300 

37, 100 

23,  000 

Total 

936, 100 

7,  974,  000 

701,  500 

8,  319,  000 

889,  300 

THIRD    DIVISION. 

6,  712,  000 

1,  680,  000 

11,  603,  000 

550,  000 

19,  231,  000 

12, 142,  000 

43,  964,  000 

3,  289,  000 

1,  872,  000 

454,  000 

3,  069,  000 

10,  700 

31,  305,  000 

3,  076,  000 

31,  545,  000 

318,  000 

6,  529,  000 
6,  500 

453,  000 

1,700 

Total 

20,  545,  000 

78,  626,  000 

5,  405,  700 

66,  244,  000 

6,  990,  200 

FOURTH  DIVISION. 

3,  957,  000 
6,  432,  000 
3,  289,  000 

11,  002,  000 
18, 184,  000 
24,  012,  000 

287,  000 
443,  000 
342,  000 

1,  999,  000 
4,  089,  000 

2,  860,  000 

9,300 

6,600 

2,300 

Total 

13,  678,  000 

53, 198,  000 

1,  072,  000 

8,  948,  000 

18,  200 

FIFTH  DIVISION. 

662,  000 
3, 109,  000 

10,  627,  000 

23,  777,  000 

1,  920,  000 

22,896,000 

50,  000 
108,  000 

494,  000 

1,  814,  000 

104,  000 

651,  000 

5,100 

5,100 

1, 106,  000 

22,  000 

Total 

4,  877,  000 

59,  220,  000 

ISO,  000 

3,  063,  000 

10,  200 

200  APPENDIX. 

Estimated  yield  of  wheat,  corn,  rye,  oats,  and  barley,  for  the  year  1872,  <$c. — Continued. 


Divisions  and  States. 

Wheat. 

Corn. 

Eye. 

Oats. 

Barley. 

SIXTH  DIVISION. 

Bushels. 
199,  000 

Bushels. 
21,  816,  000 
10, 125,  000 
17,  062,  000 
27,  934,  000 

Bushels. 
16,  000 

Bushels. 

460,  000 

40,  000 

702,  000 

783,  000 

Bushels. 

701,  000 
1,  377,  000 

39,  000 
54,000 

51,  000 

Total 

2,  277,  000 

76,  937,  000 

109,  000 

1,  985,  000 

51,  000 

SEVENTH  DIVISION. 

10,  298,  000 
7,  854,  000 
2,  712,  000 

46,  818,  000 

63,  534,  000 

9,  905,  000 

222,  000 

1,  303,  000 

278,  000 

5, 103,  000 
6,  767,  000 
2,  341,  000 

81,  000 

243,  000 

53,  500 

Total 

20,  864,  000 

120,  257,  000 

1,  803,  000 

14,  211,  0U0 

377,  500 

EIGHTH  DIVISION. 

25,  600,  000 

2,  406,  000 

314,  000 

2, 272,  000 

1,  400,  000 
89,  000 
13,  000 

1,  380,  000 

36,  000 
3,800 

2,  250,  000 

1,  790,  000 

73,  000 

1,  385,  000 

7,  359,  000 

243,  000 

402,  000 

14,  300 

414,  000 

Total 

30,  592,  000 

2,  882,  000 

54, 100 

5,  498,  000 

8,  418,  000 

249,  997, 100 

1,  092,  719,  000 

14,  888,  600 

271,  747,  000 

|    26,846,400 

Note.— Total  number  of  bushels  of  grain  of  all  kinds,  1,656,198,100. 
Statistical  Division,  May  27,  1873. 


J.  K.  DODGE, 

Statistician. 


Western  States — area. 
[Compiled  from  census.  ] 


States. 


Ohio 

Michigan  . 
Indiana. . . 
Illinois  ... 
Wisconsin 


Areas. 


Acres. 
•25,  576,  960 
36, 186,  240 
21,  637,  760 
35,  462,  400 
34,  511,  360 


States. 


Minnesota 

Iowa 

Kansas  . .. 
Nebraska . 
Missouri . . 


Area. 


Acres. 
53,  459,  840 
35,  228,  80O 
52,  043,  520 
48,  636,  800- 
41,  824,  000 


Western  States — population. 
[Compiled  from  census.] 


States. 

Population. 

1830. 

1840. 

1850. 

1860. 

1870. 

Ohio 

937,  903 

31,  639 

343,  031 

157,  445 

1,519,467 

212,  267 

685,  866 

476, 183 

30,  945 

1,  980,  329 
397,  654 
988,  416 
851,  470 
305,  391 
6,077 
192,  214 

2,  339,  911 
749, 113 

1,  350,  428 

1,  711,  951 
775,  881 
172,  023 
674,  913 
107,  206 
28,  841 

1, 182,  012 

2,  665,  260 

1,  184,  059 

1,  680,  637 

2,  539,  891 

1,  054,  670 

439,  706 

43, 112 

1, 194,  020 

364,  399 

122,  993 

140,  455 

383,  702 

682,  044 

1,  721,  295 

Total 

1,  610,  473 

3,  351,  542 

5,  397,  518 

9,  091,  879 

12,  926, 930 

APPENDIX. 


201 


Western  States — improved  land. 
[Compiled  from  census.  ] 


States 

Improved  land. 

1850. 

1860. 

1870. 

Ohio 

A  cres. 
9,  851,  493 
1,  929,  110 
5,  046,  543 
5,  039,  545 
1,  045,  499 
5,035 
824,  682 

Acres. 

12,  625,  394 
3;  476,  296 
8,  242, 183 

13,  096,  374 
3,  746, 167 

556,  250 

3, 792, 792 

405,  468 

118,789 

6,  246,  871 

Acres. 
14  469  113 

5,  096,  939 
10  104  279 

19,  329,  952 
5  899  343 

2,  322,  162 
9,  396, 467 
1  971  003 

647  031 

;  2,938,425 

9  130  615 

Western  States — miles  of  railroad. 
[Compiled  from  census.] 


States 

Miles  of  railroad. 

1830. 

1840. 

1850. 

1860. 

1870. 

Ohio 

36 
138 

575 
342 
228 
111 
20 

2,946 

779 

2,163 

2,790 

905 

3,538 

1,638 

3  177 

22 

4,823 
1,525 

1,072 

655 

2,683 

1,501 

1,812 

817 

2,000 

202 


APPENDIX. 


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APPENDIX. 


203 


Table  showing  the  time  of  opening  and  closing  of  the  Sault  Ste.  Marie  Canal 
during  the  last  fifteen  years. 


Year. 

Time  of  opening. 

Time  of  closing. 

CO 

cS     . 

is  e 
6° 

1858 

April  19 

November  20 

216 

1859 ...        

May  3... 

November  28 

210 

I860 

May  11 

205 

1861.. 

May  1     

198 

1862 . . 

November  27 

215 

1863 

April  28 

May  2 

November  24 

211 

1864  . 

217 

1865  

May  1 

217 

1866... 

December  2 

212 

1867 

Mav  4 

209 

1868.. 

May  2 

May  4 

April  29 

May  8 

November  30". 

213 

1869 . . . 

210 

1870  .. 

217 

1871 

206 

1872.   . 

May  10 

November  27 

202 

Total 

3,158 

Respectfully  submitted. 


G.  WEITZEL, 

Major  of  Engineers. 

Return  showing  the  opening  of  navigation  in  the  port  of  Quebec  in  each 
year  from  18G0  to  1873,  inclusive;  also  the  date  of  closing  thereof  during 
that  period. 


Year. 

Arrivals  from 
Montr  eal, 
steamers. 

Arrivals  from 
sea. 

Sailed  for  sea. 

Average  time. 

1860 

April  26 
April  26 
April  30 

May  3 

April  21 
April  21 

April  26 

May  3 

April  28 

April  30 
April  25 
April  18 

May  6 

May  2 

April  28 
April  22 

April  16 

May  4 

April  27    , 
April  29 
April  28  , 

April  17  . 

April  23 
April  27 
April  16 

April  22 

April  30 
April  28 

November  26.    6  months  29  days. 

1861 

November  26.    7  months  5  days. 
November  29.    7  months. 

1862 

1863. 

November  27 
November  30. 
November  28. 
December  1.. 
November  29. 

1864 

7  months  4  days. 

1865. 

1866 

7  months  4  days. 
7  months  13  davs. 

1867 

1868 

November  28.    7  months  6  davs. 

1869 

November  27 . 
December  2.. 
November  27 . 
November  26. 

7  months  1  day. 
7  months  17  days. 
7  months  9  days. 

1870 

1871 

1872 

6  months  27  days. 

1873 

204 


APPENDIX. 


River-rates  of  freight  on  com  from  Saint  Paul  to  Saint  Louis  (hiring  each 
month  of  the  season  of  navigation,  1870  to  1873,  inclusive. 


Year. 

Mouth. 

April. 

May. 

June. 

July. 

Aug. 

Sept. 

Oct.     Nov. 

1870 

Cents 
per  bu. 

14* 

144 
141 
14i 

Cents 
per  bu. 

14J 

141 
141 

141 

Cents 
per  bu. 

16 
16 

16 
16 

Cen  ts 
per  bu. 

174 
17J 

171 
174 

Cen  ts 
per  bu. 

19 
19 
19 
19 

Cents 
per  bu. 

20i 
201 
201 
201 

Cents     Cents 
per  bu.  per  bu. 

231          t->??i 

1871 

231 
231 

231 

231 
231 
231 

1872 

1873 

River-rates  of  freight  on  wheat  from  Saint  Paul  to  Saint  Louis  during 
each  month  of  the  season  of  navigation,  1870  to  1873,  inclusive. 


Year. 

Mouth. 

April. 

May. 

June. 

July. 

Aug. 

Sept. 

Oct. 

Nov. 

1870 

Cents 
per  bu. 

15 

15 
15 

Cents 
per  bu. 

15 
15 
15 
15 

Cents 
per  bu. 

161 
161 
161 
161 

Cents 
per  bu. 

18 
18 

18 

-      18 

Cents 
per  bu. 

191 
191 
191 
191 

Cent  8 
per  bu. 

21 
21 
21 
21 

Cen  Is 
per  bu. 

24 
24 
24 
24 

Cent* 
per  bu. 

24 

1871 

24 

1872 , 

24 

1873 

15 

24 

Average  rate  of  freight  on  wheat  and  corn  by  rail  from  Saint  Paul  to  Mil- 
waukee each  month  during  the  years  1872  and  1873. 


Month. 

Freight  on  wheat, per 
bushel. 

Freight  on  corn,  per 
bushel. 

1872. 

1873. 

1872. 

1873. 

January  

Cen  ts. 
16 
16 
16 
15 
15 
15 
15 
15 
18 
18 
18 
18 

Cents. 
18 
18 
18- 
18 
18 
18 
18 
18 
21 
21 
21 
21 

Cents. 
13| 
13f 
13| 
13 
13 
13 
13 
13 

15* 
151 

15* 
15| 

Cents. 

15* 

February  

15* 

March 

15f 

April 

15* 

May 

15| 

June 

lof 

July 

15f 

August 

lof 

September 

17 

October 

17 

November „ 

17 

December 

17 

APPENDIX. 


205 


Quantity  of  wheat  and  corn  shipped  from  Saint  Paul  to  Duluth  each 
month  during  the  years  of  1872  and  1873. 


January. 
February 
March 


Wheat,  bushels 


Month. 


April 

Mav 

90, 214 

122, 093 

88,  355 

96,  515 

183,  539 

403,  647 

•    345,640 

51,  879 

June 

539,  935 

July 

398, 300 

August 

232, 953 

September 

629, 674 
759, 752 

370, 388 

( >ctober 

November 

December 

Total 

1,  330,  003 

2, 982, 881 

Note. — Very  little  corn  shipped  from  Saint  Paul.     The  freight  on  wheat  from  Saint 
Paul  to  Duluth  by  rail  was  15  cents  per  bushel  during  the  years  1871  and  1872. 


LETTER  IN  REGARD  TO  THE  ERIE  CANAL,  ADDRESSED  TO  THE  CHAIRMAN 
OF  THE  UNITED  STATES  SENATE  COMMITTEE  ON  TRANSPORTATION  BY 
HON.  F.  A.  ALBERGER,  OF  BUFFALO. 

Buffalo,  December,  1873. 

Sir:  In  accordance  with  my  promise  I  herewith  present  my  views  upon  the  subject 
of  cheapening  transportation  between  the  Great  West  and  the  seaboard. 
Very  respectfully,  your  obedient  servant. 

F.  A.  ALBERGER. 
Hon.  Wm.  Wixdom, 

Chairman  United  States  Senate  Committee  on  Transportation  Routes,  $-c. 

The  great  interest  now  awakened  in  regard  to  the  cost  of  transporting  the  produc- 
tions of  the  interior  to  the  seaboard  promises  to  be  of  much  value,  and,  under  proper 
management,  may  produce  very  important  results. 

Complaints  of  excessive  and  extravagant  rates  have  been  prevailing  for  the  past 
fifteen  years,  and  have  had  reference  more  especially  to  the  cereals  of  the  Great  West. 
The  railroad-lines  seize  upon  all  articles  of  trade  which  are  compact  and  easily 
handled,  such  as  merchandise,  beef,  pork,  lard,  cheese,  butter,  flour,  live  stock,  &c, 
leaving  to  the  water-routes  the  more  bulky  and  less-easily  handled  articles,  as  ores, 
coal,  lumber,  and  grain. 

Notwithstanding  the  rapid  creation  of  new  railroad-lines,  and  the  increased  facilities 
afforded  by  the  old  lines  and  in  the  water-routes,  the  means  of  transportation  have  not 
kept  pace  with  the  increased  productions.  Consequently,  when  an  active  demand 
arises,  the  prices  of  transportation  rapidly  advance,_and  very  frequently  the  carrier, 
not  the  grower,  reaps  nearly  all  the  advantage. 

Supply  and  demand  are  great  regulators,  and  no  legislation  can  compel  these  ele- 
ments to  hold  an  equal  and  proper  ratio  with  each  other.  When  demand  is  light,  the 
prices  for  staples  as  well  as  freights  are  low;  with  an  active  demand,  prices  of  both 
will  increase. 

The  supply  is  steady,  full,  and  overwhelming;  the  demand,  irregular,  uncertain, 
and,  though  constantly  increasing,  bears  no  comparison  to  the  increase  of  the  former. 

The  importance  of  delivering  to  the  exporting  points  the  productions  of  our  labor 
at  as  low  a  rate  as  possible  cannot  be  overrated.  If,  by  reason  of  cheap  and  fertile 
lands  aud  cheap  conveyances,  we  may  be  able  to  compete  with  foreign  producers,  and 
export  such  quantities  commensurate  with  our  increase,  we  shall  have  the  gratifying 
results  of  providing  satisfactory  rewards  for  labor,  and  of  adding  to  the  permanent 
wealth  of  the  country. 

Our  people  have  relations  peculiar  to  themselves,  and  an  understanding  of  their 


206  APPENDIX. 

needs  and  necessities  is  a  study  of  wider  research  and  of  greater  import  than  ever 
demanded  the  attention  and  study  of  the  statesmen  of  any  lands. 

The  emigration  from  the  remainder  of  the  world  hrings  to  us  all  workers,  nearly 
all  producers,  and  this  element  of  political  economy — unknown  to  other  countries — is 
a  question  worthy  of  consideration.  The  enormous  and  unparalleled  additions  of  nearly 
half  a  million  people  the  present  year,  with  the  probability  that  tbe  tide  has  not  yet 
reached  its  height,  raise  the  point  not  only  how  to  provide  such  labor  for  them,  but 
also  iu  what  way  it  may  best  receive  proper  and  adequate  compensation. 

Our  production  is  far  greater  than  the  consumption  at  home  and  by  exportation, 
and  no  system  can  be  devised  to  increase  home-consumption  to  equal  present  produc- 
tions of  the  laborers  now  in  the  country,  aside  from  the  great  mass  of  immigrants 
being  added  thereto. 

We  must  look  for  relief  to  the  only  possible  source,  the  exportation  of  the  products 
of  our  surplus  labor.  And  to  increase  this,  it  is  necessary  to  reduce  the  cost.  In  this 
effort  each  State  has  a  duty  to  perform  in  the  premises,  but  as  each  State,  by  acting 
in  accordance  with  local  demands,  must  render  united  action  impossible,  the  needs  of 
the  hour  will  not  have  requisite  attention. 

The  action  of  the  President  in  calling  the  attention  of  Congress  to  this  subject,  the 
co-operation  of  the  Senate  in  appointing  a  committee  to  examine  and  investigate  the 
subject  of  cheap  transportation,  and  the  careful,  thorough,  and  the  elaborate  exam- 
ination of  the  committee,  have  invested  this  matter  with  a  national  indorsement.  It 
is  truly  a  national  question,  and  the  whole  people  are  looking  for  and  demanding 
national  action. 

For  many  strong  and  cogent  reasons,  the  nation  ought  not  to  construct,  own,  or 
operate  any  means  or  lines  of  communication,  it  being  contrary  to  its  customs  and 
usages,  and  in  contravention  of  the  almost  united  sentiment  of  the  people,  but  the 
government  may  lend  and  has  lent  its  aid  by  lands  and  moneys  as  loans  or  as  subsidies. 

It  is  now  believed  that  Congressional  action  will  be  taken  in  this  matter.  Politics 
has  entered  into  the  arena,  and  its  indorsement  will  be  more  effectual  in  obtaining 
early  action  than  the  necessities  of  the  case  or  the  writings  or  exertions  of  the  ablest 
men  in  the  commonwealth  would  accomplish  in  a  quarter  of  a  century. 

This  new  phase  in  the  question  is  very  agreeable  to  the  pioneers  in  this  great  work, 
who  have  for  years  been  earnest  and  persistent  in  their  efforts  to  solve  the  problem  of 
cheap  transportation.  They  welcome  this  new  agent,  that  with  invincible  power  is 
now  marshaling  forces  to  accomplish  a  great,  worthy,  and  needed  reformation. 

It  is  fair  and  proper  to  assume  that  the  desire  to  furnish  immediate  relief  will  neces- 
sarily lead  to  the  improvement  of  the  lines  now  in  use,  to  add  connecting-links  when 
necessary,  rather  than  to  ci-eate  or  stimulate  the  construction  of  new  lines  requiring 
years  for  their  completion.  This  line  of  action  seems  imperative,  because  it  will  fur- 
nisb,  at  comparatively  little  cost,  the  immediate  much-desired  relief,  and  will  meet 
with  more  general  approval  than  the  attempt  to  create  new  lines,  which  must  be  more 
or  less  speculative  in  their  character,  and  which  will  require  greater  amounts  of  money 
than  the  people  will  be  willing  to  give  for  speculative  purposes.  Unless  there  are 
some  great  natural  advantages,  or  some  most  sure  and  speedy  relief  to  be  had,  it  would 
be  manifestly  improper  for  the  government  to  aid  new  routes  which,  when  completed, 
would  interfere  with  and  seriously  injure  those  that  have  been  constructed  by  public 
or  private  enterprise. 

Assuming  the  general  government  may  provide  means  for  the  purpose  of  cheapening 
transportation,  the  question  arises,  how  shall  they  be  best  applied  to  accomplish 
desirable  results  ? 

Can  it  be  done  by  railroads  as  cheaply  as  by  water-routes?  This  proposition  is  not 
mooted  on  short  lines,  as  railroads  have  absorbed  a-14  the  trade  and  travel,  and  upon 
through-routes  have  taken  all  the  light  or  easily  moved  articles.  It  is  conceded  by 
railroad  experts  that,  at  the  present  time,  there  is  no  profit  on  roads  of  heavy  grade  at 
a  receipt  of  one  cent  per  ton  per  mile,  and  hardly  a  reasonable  profit  at  that  rate  on 
easy  grades.  This  being  the  case,  a  bushel  of  wheat  cannot  be  transported  to  New 
York  City,  Philadelphia,  Boston,  Portland,  or  Baltimore,  by  rail,  except  at  what  is 
considered  very  extravagant  rates.  Taking  Chicago  as  the  central  western  distrib- 
uting point,  the  distance  to  Baltimore  is  nine  hundred  and  forty-two  miles  (by  their 
connecting-routes).  At  the  aforesaid  rates  it  is  equivalent  to  twenty-eight  and  one- 
quarter  cents  per  bushel  of  wheat.  To  Philadelphia,  eight  hundred  and  twenty-three 
miles,  equivalent  to  twenty-four  and  two-thirds  cents  per  bushel.  To  Boston,  ten 
hundred  and  thirty-eight  miles,  equaling  thirty-one  and  one-quarter  cents  per  bushel. 
To  New  York,  nine  hundred  and  eighty-five  miles,  equal  to  twenty-nine  and  one-half 
cents  per  bushel.  To  Portland  (via  Canadian  Grand  Trunk  Road),  eleven  hundred 
and  forty-five  miles,  equaling  thirty-four  and  one-third  cents  per  bushel. 

It  therefore  seems  self-evident  that  if  railways  could  be  required  to  carry  grain  at 
the  aforesaid  rates,  there  would  be  no  visible  and  material  assistance  to  be  derived 
from  that  souice. 


APPENDIX.  207 

Through  nearly  live  months  in  the  year,  the  water-routes  north  of  Mason  and  Dixon's 
line  are  closed,  or  rendered  practically  inoperative  by  ice,  and  without  some  judicious 
regulations  it  is  then  in  the  power  of  railroad  corporations,  under  an  implied  or  actual 
agreement,  to  establish  such  rates  as  they  may  deem  proper. 

This  point  is  one  of  material  embarrassment,  and  jiresents  the  novel  and  difficult 
question  of  a  controlment  of  the  business  of  corporations  by  State  or  general  government. 

The  question  is  not  of  so  great  practical  importance  as  generally  believed,  because 
unless  there  should  be  a  very  great  rise  in  the  values  of  property,  and  an  active  de- 
mand during  the  winter  months  (especially  in  grain),  the  owners  could  not  afford  to 
send  it  in  very  large  quantities  by  rail ;  and  if  the  price  were  greatly  enhanced,  then 
there  would  be  no  serious  complaint  of  cost  of  carriage. 

During  the  season  of  navigation  the  great  bulk  of  the  cereals  of  the  West,  and 
especially  those  destined  for  exportation,  find  their  way  by  the  lakes,  canals,  and  rivers- 
to  the  seaboard. 

The  rates  charged  by  the  carriers,  upon  this  system  of  transportation,  are  regulated 
entirely  by  the  demand  for  services;  the  competition  is  close,  necessarily  sharp,  and 
not  governed  by  combination,  nor  from  the  numerous  parties  having  many  adverse 
interests  is  it  possible  to  establish  any  system  for  the  regulation  of  carriers'  charges; 
it  is  and  must  be  left  entirely  under  competition. 

The  question  now  recurs,  can  the  rates  of  transportation  be  reduced  upon  water- 
routes? 

There  are  obstructions  to  navigation  upon  the  lakes,  which  if  removed  would  have 
a  vast  influence  in  this  direction. 

This  could  be  accomplished  by  deepening  the  channel  in  Lake  Saint  Clair  flats,  and 
also  the  upper  and  lower  ends  of  the  lake.  During  the  past  season,  the  water  upon  the 
flats  averaged  about  fourteen  and  one-half  feet.  Removing  obstructions  known  as  the 
"  lime-kilns,"  in  Detroit  River,  and  at  the  mouth  of  the  same  oft'  "  Bar  Point,"  would 
also  tend  to  reduce  the  cost  of  transportation. 

The  cost  of  these  improvements  would  not  involve  a  very  large  sum  of  money,  and 
it  is  not  easy  to  form  a  fair  estimate  without  maps  and  surveys.  The  obstructions 
named  are  all  that  are  in  the  way  of  improved  navigation  from  Chicago  to  Buffalo. 
The  harbors  on  the  lakes  would  require  deepening  to  prepare  them  for  the  large  vessels. 

Good  authorities  claim  that  by  removing  all  obstructions,  so  as  to  furnish  twenty 
feet  of  water,  vessels  from  two  thousand  to  twenty-five  hundred  tons  would  navigate 
the  lakes  and  carry  grain  with  a  profit  at  three  to  three  and  a  half  cents  per  bushel, 
provided  that  they  should  find  return-cargoes  proportionably  as  plentiful  as  they  no  w  are. 

Mr.  Walker,  the  statistican  of  the  New  York  Produce  Exchange,  states  that ' '  the  rate 
on  the  lakes  during  the  six  years  ending  with  1872,  averaged,  from  Chicago  to  Buffalo, 
seven  $po  cents  per  sixty  pounds." 

There  cannot  be  much  doubt  that  herein  lies  the  solution  of  the  problem  of  cheap 
transportation  on  the  lakes,  and  all  parties  concede  that  this  work  is  within  the  legit- 
imate powers  and  duties  of  the  national  government,  and  that  it  is  of  such  great 
moment  and  import  as  to  demand  prompt  attention. 

The  point  known  as  the  Lime  Kilns  is  in  Canadian  territory.  This  is  not  mentioned 
as  being  in  any  respect  a  barrier  to  the  valuable  work  proposed  to  be  done.  The  pro- 
posed improvements, when  made,  will  encourage  the  more  general  use  of  large  vessels. 
The  larger  the  vessel  the  cheaper  the  cost  of  carriage.  Of  course,  there  is  a  maximum 
size  beyond  which  there  is  neither  safety  nor  profit;  but  this  condition  seems  not  to 
have  been  reached,  as  a  very  large  proportion  of  the  new  tonnage  is  of  sail-craft  having 
the  greatest  carrying  capacity  yet  known  in  the  history  of  the  lakes. 

The  great  mass  of  the  products  of  the  nation  finds  its  way  to  its  commercial  center, 
the  city  of  New  York.  The  breadstuft's  of  the  West  are  not  exempted.  In  the  summer 
season  they  are  sent  through  the  lakes  to  the  Erie  Canal  at  Buffalo,  through  the  canal 
and  Hudson  River  to  the  great  emporium.  This  seems  to  determine  a  very  important 
question,  that  this  route  is  now  the  cheapest  and  best  adapted  for  the  purpose,  for  if 
this  were  not  true  the  property  would  not  take  this  direction.  The  shipper  and  owner 
send  their  goods  where  it  may  secure  the  best  pecuniary  results,  and  one-half  of  one 
cent  per  bushel  would  control  the  destination  of  all  the  grains  exported  from  the 
country. 

An  examination  of  the  following  tables  will  show  that  this  route  is  the  favored  and 
most  valuable  one  to  the  producer  and  consumer,  and,  to  fully  comprehend  the  value  of  the 
tables,  it  should  be  recollected  that  the  canals  are  open  but  seven  months,  and  the  rail- 
roads are  active  the  entire  year ;  further,  the  tables  are  made  by  the  auditor  of  the 
canal  department  of  the  State  of  New  York,  and  represent  the  movement  of  property 
upon  the  canals  of  the  State.  The  tolls  collected  upon  all  the  canals  in  the  year  1872 
were  $3,172,411,  all  of  which,  with  the  exception  of  $323,500,  was  received  from  the 
Erie  Canal. 

MOVEMENT  OF  TRADE. 

The  auditor  submits  a  series  of  comparative  statements  of  the  movements  of  freight 
on  the  two  railways  connecting  New  York  with  Lake  Erie,  and  the  State  canals,  dux- 


208 


APPENDIX. 


ing  the  last  seventeen  years,  showing  the  tons  carried  each  year,  the  total  movement 
or  number  of  tons  moving  one  mile,  and  the  freight  and  tolls  received  therefrom. 

This  statement  shows  the  tons  of  total  movement  on  the  lines  named  for  seventeen 
years,  the  freight  paid  to  the  roads,  and  the  tolls  paid  to  the  State,  and  carrier's  charge 
on  the  canals  with  the  tolls  : 


Railroads  and  canals. 


Tear. 


Tons  moved  one 
milo. 


Freight    and 
tolls. 


Average 
per  ton  for 
one  mile. 


New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 
Canals 


185G 
1856 
1856 


145 
183 
592 


Total 


New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 
Canals 


1857 
1857 
1857 


145 
167 
484 


Total 


New  York  Central  Railroad  - 
New  York  and  Erie  Railroad 
Canals 


1858 
1858 
1858 


142 

ir,;, 

564 


Total 


New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 
Canals 


1859 
1859 
1859 


1.77 
147 
544 


Total 


New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 
Canals 


I860 
1860 

I860 


Total 


New  York  Central  Railroad.. 
New  York  and  Erie  Railroad 
Canals 


1861 
1861 
1861 


Total 


New  York  Central  Railroad 

Erie  Railway 

Canals 


1862 

1862 
1862 


Total 


New  York  Central  Railroad 

Erie  Railway 

Canals 


1863 
1863 
1863 


Total 


Now  York  Central  Railroad 

Erie  Rail  waj- 

Canals 


1804 
1864 

1804 


Total 


New  York  Central  Railroad 

Erie  Railway 

Canals 


1865 
1865 
1865 


Total 


Ni  w   York  Central  Railroad 

Erie  Railway 

Canals 


1866 
1866 
1800 


Total 


New  York  Central  Railroad 

Erie  Railway 

Canals 


1867 
1867 
1867 


Total 


New  York  Central  Railroad 

Erie  Railway 

Canals 


1868 
1868 
1868 


Total 


199, 

214 
809! 


1,222 

237 
251 
863 


1,  352 


296 

351 

-1, 123 


1,771 


312 

403 

1,034 


1,  719 


314 

422 
871 


1,607 


264 

388 

843 


1,  497 


331 

478. 
1,01 


1,  822 


362 
549 

<ir,,s 


1,870 


366 

595 

1,033 


,'.60 


000  i  3 
039  3 
072         3 


392  I      4 
395         3 

596  !      8 


608 


207 


08(1 


1,  995,  650,  279 


28, 


28, 


532 


1(18 


041  10 
782  00 
225  00 


2.  97  cents. 
2.  48  cents. 
1. 11  cents. 


048  00 


1.  67  cents. 


276  00 
010  00 
000  00 


3. 13  cents. 
2.  45  cents. 
7.  99  mills. 


880  00     1.  57  cents. 


270  44 
310  77 
437  00 


018  21 


148  00 
869  00 

806  00 


934  00 
343  00 
450  00 


449  00 
464  00 
378  00 


2.  59  cents. 

3.  32  cents. 
7.  97  mills. 


2. 13  cents. 
2. 17  cents. 
6.  72  mills. 


2.  06  cents. 
1.  84  cents. 
9.  94  mills. 


1.  96  cents. 
1.  73  cents. 

1.  08  cents. 


201  00  J  1.  36  cents. 


331  00  I  2.  22  cents. 
915  00  j  1.  89  cents. 
431  00  ,  9.  59  mills. 


677  00  l  1.  36  cents. 


509  00  2.  40  cents. 
234  00  2.  09  cents. 
005  00  ,  8.  76  mills. 


748  00     1.  45  cents. 


370  00 
087  00 
609  00 


028  00 
204  00 
901  00 


920  00 
023  00 
051  00 


750  00 
689  00 
119  00 


427  00 
739  00 
659  00 


29.  929,  825  00 


2.  75  cents. 
2.  31  cents. 
1. 15  cents. 


1.  77  cents. 


3.  31  cents. 
2.  76  cents. 
1. 10  cents. 

1.  85  cents. 


2.  92  cents. 
2.  45  cents. 
1.  00  cents. 


1.  73  cents. 


2.  53  cents. 

2.  04  cents. 

.  90  cents. 

1.  55  cents. 


2.  59  cents. 

1.  92  cents. 

.  88  cents. 


1.  49  cents. 


APPENDIX. 


209 


Railroads  and  canals. 


Tear. 


Tons  moved  one 
mile. 


Freight  and 
tolls. 


Average 
per  ton  for 
one  mile. 


New  Yoik  Central  Railroad. 

Erie  Railway 

Canals 


Total 


New  York  Central  Railroad. 

Erie  Railway 

Canals 


Total 


New  York  Central  Railroad. 

Eric  Railway 

Canals 


Total 


New  York  Central  Railroad. 

Erie  Railway 

Canals 


Total 


1869 
1869 

lSliil 


1870 
1870 
1870 


1871 
1871 
1871 


1872 
1872 
1872 


474,  419,  726 
817,  829, 190 
919, 153,  611 


$10,  457,  582  00 
13,  046,  804  00 
8,  492,  131  00 


2,  211,  402,  527 


31,  996,  517  00 


2.  20  cents. 

1.  60  cents. 

.  92  cents. 


1.  57  cents. 


769,  087.  777 
S9S.  Mi-J.  71* 
904,  351,  572 


14,  327,  418  00 
12,  328,  027  00 
7,  552,  988  00 


1.  86  cents. 
1.  37  cents. 
.  83  cents. 


2,  572,  302,  067  34,  208,  433  00  \  1.  33  cents. 

888,  327,  865  14,  647,  580  00  T~65  cents. 

897,  446,  728  13,  232,  235  00  i  1.  47  cents. 

1,  050, 104, 125  I  10,  779,  887  00  1.  02  cents. 


2,  835,  878,  718  j     38,  659,  702  00  i  1.  36  cents. 


1.  69  cents. 
1.  52  cents. 
1.  02  cents. 


1,  020,  908,  885 
950,  708,  902 


16,  259,  647  00 
14,  509,  745  00 


1,  048,  575,  911  ,     10,  648,  711  00 


3,  020,  193,  698       41,  418, 1  03  00 


1.  37  cents. 


The  following  table  shows  the  separate  tonnage  of  the  canals  and  two  railroads,  and 
thejaggregate  of  both  for  twenty  years,  from  1853  to  1872,  inclusive : 


Canals  and  railroads. 


Tons. 


Tons. 


New  York  canals 

New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 

Total 

New  York  canals 

New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 

Total 

New  York  canals 

New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 

Total 

New  York  canals 

New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 

Total 

New  York  canals 

New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 

Total 

New  York  canals 

New  York  Central  Railroad  . 
New  Y'ork  and  Erie  Railroad 

Total 

New  York  canals 

New  York  Central  Railroad  . 
New  York  and  Erie  Railroad 

Total 

14  A 


1853. 

4,  247,  853 
360,  000 
631,  039 


5,  238,  892 


1854. 

4, 165,  862 
549,  804 
743,  250 


5,  458,  915 


1855. 
4,  022,  0t7 
670,  073 
842,  048 


5,  545,  738 


1856. 

4, 116,  082 
776, 112 
943,  215 


5,  835,  409 


1857. 
3.  344,  061 
838,  791 
978,  066 


5, 160,  918 


1858. 

3,  665, 192 
765,  407 
816,  954 


5,  247,  553 


1859. 

3,  781,  684 
834,  319 
868,  073 


5,  485,  076 


1854. 

4, 165,  862 
549,  804 
743,  250 


5,  458,  916 


1855. 

4,  022,  617 
670,  073 
842,  048 


5,  534,  738 


1856. 

4, 116,  084 
776, 112 
943,  215 


5,  835,  409 


1857. 

3,  344,  061 
838,  791 
978,  066 


5,  160,  918 


1858. 

3,665,102 
765,  407 
816,  954 


5,  247,  553 


1859. 

3,  781,  684 
834,  319 
869,  073 


5,  485,  076 

1860.  _ 
4,  650,  214 
1,  028, 183 
1, 139,  554 


6,  817,  951 


210 


APPENDIX. 


Canals  and  railroads. 


New  York  canals 

New  York  Central  Railroad . . . 
New  York  and  Erie  Railroad. 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total  . 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad . 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad. 
Erie  Railway 


Total. 


New  York  canals 

New  York  Central  Railroad . 
Erie  Railway 


Total. 


6.  817,  951 


1861. 

4,  507,  635 
1, 167,  302 

1,253,418 


6.  928,  355 


1862. 

5,  598,  785 
1,  387,  433 
1,  632,  955 


8,  619. 173 


1863. 

5,  557,  692 
1,  449,  604 
1,  815,  096 


8,  822,  392 


1864. 
4,  852,  941 
1,  557, 148 
2, 170.  798 


8,  580,  887 


1865. 

4,  729,  654 
1, 275,  299 
2,  234,  350 


8,239,303 


1866. 

5.  775,  220 
1,  602, 197 
3,  242,  792 


10.  620,  209 


1867. 

5,  688.  325 
1,  667,  926 
3,  484,  546 


10,  840.  797 


1868. 

6.  442,  225 
1,  846,  599 
3,908,243 


12, 197,  067 


1869. 

5,  859,  080 
2,  281,  885 
4,  312.  209 


12,  453, 174 


1870. 

6, 173,  769 
4, 122,  000 
4,  852,  505 


15, 148,  274 


1871. 

6,  467,  888 
4,  532,  056 
4,  844,  208 

15,844,152 


Tons. 


1861. 

4,  507,  635 
1, 167,  302 
1,263,418 


6,  928,  355 


1862. 

5,  598,  785 
1,  387,  433 
1.  632,  955 


8,  619, 173 


1863. 

5,  557,  692 
1.  449,  604 
1,  815,  096 


8,  822,  392 


1864. 

4.  852,  941 

1.  557,  148 
2,170,798 


8.  58Q,  887 


1865. 

4,  729,  654 

1  275,  299 
2,  234,  350 


8,  239,  303 


1866. 

5,  775,  220 

1,  602, 197 

3,  242.  792 


10,  620,  209 


1867. 

5,  688,  325 
1,667,926 
3,  484.  546 


10,  840,  797 


6.  442.  225 
1.  846,  599 
4,  908,  243 


12, 197,  067 


1869. 

5,  859,  080 
2,  281,  885 
4.  312,  209 


12,  453, 174 


1870. 

6. 173,  769 
4. 122.  000 
4,  852,  505 


15, 148,  274 


1871. 

6,  467,  888 
4,  532,  056 
4,  844.  208 


15,  844, 152 


187^ 

6,  673,  370 

4,  393,  965 

5,  564,  274 

16,  631,  609 


APPENDIX. 


211 


The  charges  for  delivering  -wheat  from  Chicago  to  New  York  for  a  series  of  years 
are  noted  as  follows : 


Year. 


1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 


Cents  per 
bushel  by 
lake. 


9.78 
13.04 
6.67 
7.14 
6.81 
5.88 
7.62 
11.15 


Cents  per 
bushel  by 
canal  and 


16.84 
16.96 
15.69 
15.05 
14.07 
11.02 
12.62 
13.00 


Total. 


26.62 
30.00 
22.30 
22.19 
20.88 
10.  90 
20.  24 
24.18 


The  above  includes  toll  of  three  cents  and  one  mill  per  bushel  on  canal  since  1869. 
The  question  now  arises,  can  the  cost  of  transportation  upon  the  canal  be  reduced? 

During  the  session  of  the  legislature  of  the  State  of  New  York  in  the  year  1863,  reso- 
lutions were  adopted  providing  for  a  detailed  estimate,  to  be  made  by  the  State  engi- 
neer, of  the  cost  of  constructing  one  tier  of  locks  26  feet  wide  and  225  feet  long  on 
the  Erie,  Oswego,  Champlain,  Cayuga,  and  Seneca  Canals;  also  to  report  if  any  new 
feeders  would  be  necessary  to  bring  the  enlarged  locks  in  use,  and  appropriating 
$25,000  for  the  expense  of  the  surveys.  At  the  same  time  the  following  concurrent 
resolutions  were  adopted: 

"Whereas  the  construction  of  said  locks,  of  the  dimensions  above  specified,  will 
materially  promote  the  interests  of  the  United  States,  in  providing  for  the  common 
defense,  augmenting  the  national  commerce,  foreign  and  domestic,  and  strengthening 
the  bonds  of  the  national  Union ;  and 

"Whereas  the  general  government  may  deem  it  desirable  and  important  to  secure 
without  delay  the  right  of  perpetual  passage  through  said  canals  with  locks  thus 
enlarged,  free  from  tolls,  for  the  vessels,  gun-boats,  troops,  and  munitions,  military 
and  naval,  of  the  United  States,  and  to  render  its  fair  equivalent  to  the  State  by  con- 
tributing justly  to  the  cost  of  the  work:  Therefore, 

"Resolved,  That  the  governor  be,  and  he  is  hereby,  empowered  and  requested  to  in- 
vite the  President  of  the  United  States  to  select  and  detail?  a  competent  engineer,  in 
behalf  and  at  the  expense  of  the  general  government,  to  consult  with  the  engineers 
so  to  be  appointed  by  the  canal-board,  in  respect  to  the  surveys  mentioned  in  the  pre- 
ceding resolution  and  as  to  the  mode  of  constructing  the  work  so  as  most  effectually  to 
promote  the  national  interests." 

Hon.  William  B.  Taylor,  then  State  engineer,  directed  the  surveys  and  detailed  esti- 
mates to  be  made,  and  gave  the  results  in  his  report  to  the  legislature  in  1864,  noted 
as  assembly  document  No.  171). 

His  conclusions  were  sustained  by  the  opinion  of  the  Hon.  Charles  B.  Stuart,  who 
was  appointed  consulting  engineer  by  the  President  of  the  United  States.  One  of  the 
most  interesting  features  of  the  report  is  the  statement  regarding  the  supply  of  water 
needed  for  the  large  locks.  In  his  own  words  he  says :  "No  estimates  have  been  made 
for  a  further  supply  on  the  western  division,  the  present  quantity  being  deemed  ample 
and  equal  to  all  the  requirements  of  many  years  to  come.  Lake  Erie  can  furnish  all 
that  may  be  needed." 

This  portion  of  the  canal  referred  to  extends  from  Buffalo  to  Clyde,  140  miles.  The 
Clyde  or  Cayuga  marsh  level  is  sixteen  miles  in  length,  and  is  supplied  from  the  first- 
named  section  and  from  the  Port  Byrou  level.  The  Port  Byron  level  is  nine  miles  in 
length,  and  is  fed  by  the  lockage  water  from  the  Jordan  level  and  the  Weedsport 
feeder.  On  page  121  of  aforesaid  document  the  engineer  states  that  Owasco  Creek 
and  Owasco  Lake  reservoir  can  furnish,  with  present  resources,  2,660  cubic  feet  more 
water  than  will  be  necessary. 

On  the  Jordan  level,  fourteen  and  nine-tenths  miles  long,  fed  by  the  Camillus  and 
Skaneateles  Lake  feeders,  the  engineer  remarks:  "To  obtain  the  needed  supply  it  is 
proposed  to  resort  to  Otisco  Lake." 

The  report  also  states  that  for  the  remainder  of  the  canal,  no  additional  supply  will 
be  necessary,  except  for  the  levels  west  of  Little  Falls,  and  extending  to  Syracuse. 
His  calculations  show  that  "between  these  points  it  will  be  necessary  to  provide  for 
an  increased  quantity  of  water,  equal  to  six  thousand  eight  hundred  and  fifteen  cubic 
feet  per  minute,  and  this  can  be  readily  obtained  from  Fish  Creek." 

The  engineer  seems  to  have  no  doubt  as  to  his  conclusions  respecting  this  point,  for 
on  page  120  he  adds:  "This  question  is  one  of  the  most  important  connected  with  the 
construction  of  the  gun-boat  locks.  Indeed,  by  many  it  has  been  deemed  impossible 
to  obtain  a  supply  sufficient  for  the  purposes  contemplated.     In  view  of  this  theory, 


212  APPENDIX. 

very  careful  examinations  have  been  made,  in  order  to  cover  all  contingencies  that 
could  possibly  arise,  and  to  provide  means  for  securing  the  desired  result." 

In  discussing  the  results  to  be  obtained  by  the  proposed  canal  improvement,  he  says: 

"The  engineers  who  fixed,  in  1835,  the  dimensions  of  the  prism  and  locks,  estimated 
that  the  enlargement  would  enable  the  carrier  to  reduce  the  cost  of  transportation 
fifty  per  cent.  John  B.  Jervis  went  into  a  thorough  investigation  of  the  subject,  and 
reduced  it  to  a  mathematical  certainty." 

He  also  proved,  from  valuable  compiled  tables,  that  the  reduction  of  cost  of  carrying 
by  the  completed  enlarged  canal  was  actually  fifty  and  one-half  per  cent. 

Based  upon  the  same  theories  and  calculations,  and  having  the  proven  results  of  Mr. 
Jervis's  prophecy  before  him,  the  .State  engineer  "finds  the  enlargement  of  the  Erie 
(anal,  with  proposed  locks  two  hundred  and  twenty  feet  in  length  between  quoins, 
and  twenty-five  feet  width  of  chamber,  at  water-line  of  lower  level,  would  reduce  the 
cost  of  transportation  fifty  per  cent." 

On  page  134  he  acknowledges  that  "  the  conclusions  arrived  at  are  that  by  enlarging 
one  tier  of  the  present  locks,  and  constructing  a  new  enlarged  lock  by  the  side  of 
present  single  ones  on  the  Erie  Canal,  at  an  expense  of  $10,380,169.75  (which  includes 
land  damages,  altering  structures,  removing  bench-walls,  aud  deepening  canal  one 
foot),  the  same  results  are  obtained  in  cheapening  the  cost  of  transportation  as  by  the 
original  enlargement  at  an  expense  of  $32, 008, 850.40." 

The  engineer  seems  to  advise  the  deepening  of  the  canal  one  foot,  not  from  any  idea 
of  commercial  necessity,  for,  in  his  own  language,  he  explains  that  "the  cost  of  deep- 
ening the  prism  of  the  canal  one  foot,  not  including  mechanical  structures,  and  of 
increasing  the  depth  of  water  to  eight  feet,  although  not  required  by  the  resolution,  is 
included  in  the  aggregate  expense  of  the  work.  The  draught  of  gun-boats  of  the  size 
contemplated  will  be  six  and  one-half  feet,  which  leaves  a  space  of  only  six  inches 
between  the  keel  and  canal  bottom.  As  this  is  insufficient  to  allow  the  boats  to  suc- 
cessfully navigate  the  channel,  the  items  above  mentioned  have  been  inserted." 

It  therefore  seems  that  the  expenditure  of  $1,789,900  was  required  for  national  in- 
terests and  not  for  purely  commercial  purposes. 

It  is  the  recorded  opinion  of  the  engineer  that  the  entire  work  can  be  completed  in 
two  years.  There  is  no  doubt  that  with  proper  superintendence  and  management 
the  promise  of  the  engineer  would  be  verified. 

Since  the  date  of  this  report  (February,  1864)  a  very  large  amount  of  money  has  been 
used  in  removing  bench-walls,  aud  not  more  than  one-half  of  the  sum  then  estimated 
($1,784,185)  would  now  be  required. 

Again,  within  a  few  ye'ars  fourteen  stone  locks  have  been  nearly  completed,  thus 
making  one  tier  of  combined  locks  on  the  entire  line  of  the  canal.  The  report  con- 
templated the  construction  of  large  new  locks  where  the  locks  were  single,  and  thus 
the  expense  in  this  respect  is  very  materially  decreased. 

In  advocating  the  immediate  enlargement  of  the  locks  upon  the  Erie  Canal,  and 
commenting  upon  the  State  engineer's  report,  the  undersigned  took  occasion  to  say 
(see  Canal  Commissioner's  report,  1866),  "The  estimates  for  the  work  were  made  in 
the  summer  of  1863,  when  the  value  of  labor  and  materials  had  largely  increased,  as 
compared  with  1861.  Reference  is  made  to  Engineer  Story's  report,  incorporated  in 
State  engineer's  report  (see  page  195),  in  which  it  is  stated  that  the  estimate  made  for 
the  enlargement  on  the  western  division  was  fifty  per  cent,  greater  than  prices  paid 
for  work  in  1861.  Engineer  Jenne,  of  the  eastern  division,  makes  a  similar  statement 
(page  169).  Such  additions  were  no  doubt  proper  to  be  made,  as  the  uncertain  con- 
dition of  national  affairs  compelled  contractors  to  require  advanced  prices  to  protect 
them  against  all  contingencies.  I  have  no  hesitation  in  expressing  the  opinion  that 
twenty  per  cent,  reduction  from  the  estimates  then  made  is  fully  warranted,  and  that 
such  reduction  is  not  less  than  might  be  proposed,  with  regard  to  reputation  for  pru- 
dence and  caution. 

The  aforesaid  estimates  included  every  possible  expenditure;  provision  being  made 
for  enlarging  aud  improving  aqueducts,  lengthening  bridges  and  culverts,  construct- 
ing reservoirs  and  feeders,  widening  canal  in  certain  localities,  for  land  damages,  and 
nearly  one  million  being  set  aside  for  engineering  and  contingencies.  The  probable 
expense  of  the  entire  work  at  this  time,  as  laid  dowu  by  the  engineer,  would  not  ex- 
ceed $7,370,000.  Of  this  gross  amount  the  sum  of  $1,789,000  was  intended  for  deep- 
ening the  canal  one  foot.  This  is  not  absolutely  necessary,  and  can  be  dispensed  with, 
not  materially  interfering  with  the  anticipated  successful  results  of  cheapening  cost  of 
transportation. 

We  have  thus  before  us  reliable  and  satisfactory  evidence  that  the  Erie  Canal  can 
be  adapted  to  the  use  of  a  very  large  class  of  boats,  capable  of  carrying  six  hundred 
and  ninety  tons  of  freight;  that  all  the  necessary  improvements  cau  be  perfected 
within  two  years,  and  that  the  result  would  be  a  reduction  of  fifty  per  cent,  in  the  cost 
of  carrying  property  on  the  caual. 

Another  method  of  improving  navigation  has  many  advocates,  and  has  much  merit.  It 
embraces  but  three  propositions :  1.  Extending  the  locks  to  admit  the  passage  of  three 


APPENDIX.  213 

or  four  boats  at  one  lockage.  2.  The  removal  of  the  bench-walls.  3.  The  furnishing 
of  a  larger  supply  of  water. 

These  works  could  be  completed  as  quickly  as  tbose  named  in  the  other  project.  The 
largest  number  of  the  present  class  of  boats  now  on  the  canals  would  be  at  once,  and 
without  delay  or  new  expenditure,  adapted  to  this  scheme  of  navigation.  In  this  re- 
spect a  material  advantage  in  giving  immediate  value  to  the  principle  of  cheapening 
cost  would  he  found,  as  all  boats  and  accessories  to  navigation  now  in  use  would  be  at 
once  utilized.  No  necessity  would  then  arise  for  the  construction  of  the  larger  class  of 
vessels,  and  the  delay  consequent  on  providing  the  increased  number  requisite  to  do 
the  business  would  be  avoided. 

Steamboats  have  been  frequently  constructed  for  the  purpose  of  towage  upon  the 
canals,  combined  with  the  carrying  of  a  small  cargo.  They  have  invariably  been  fail- 
ures, have  proved  unprofitable,  and  the  chief  reason  has  been  the  detentions  encoun- 
tered at  the  locks.  An  experienced  canal  engineer  writes:  ■•This  is  a  serious  objection 
to  towing,  but  it  is  not  the  only  one.  The  canal  steamer  passes  through  the  canal  with 
a  necessary  average  detention  of,  say.  six  minutes  at  each  lock,  or  seven  hours'  detention 
between  Buffalo  and  Troy.  The  towing-steamer  passes  a  lock  as  quickly  as  the  former. 
but  after  it  has  passed  it  must  wait  for  the  first  and  succeeding  boats  of  the  tow  to  be 
locked  through." 

Each  additional  single  lockage  will  require  nearly  or  quite  double  the  time  required 
for  the  first,  on  account  of  the  greater  difficulty  in  the  management  of  the  towed 
boats,  and  of  the  necessity  of  waiting  for  the  locks  to  be  •'shifted,*'  or  for  a  boat  to  be 
locked  in  the  opposite  direction.  The  time  of  three  single  lockages  is.  therefore,  required 
for  the  passage  of  the  steamer  with  one  boat  in  tow:  but  the  boats  already  locked 
through  must  still  await  the  slow  process  of  locking  the  balance  of  the  tow.  If  there 
be  two  boats  towed  the  detention  will  be  increased  five  times:  if  three,  seven  times; 
four,  nine  times.  Thus  the  detention  of  a  tow  of  four  boats  at  each  lock  would  be 
titty-tour  minutes.  This,  between  Buffalo  and  Troy,  would  make  an  aggregate  deten- 
tion of  sixty-three  hours  agaiust  the  detention  of  seven  hours  experienced  by  the  non- 
towing  steamer. 

The  cost  of  extending  the  locks  so  as  to  admit  the  steamer  (carrying  part  of  a  cargo) 
with  two  boats  in  tow.  would  be  near  $3,960,000.  Furnishing  full  supply  of  wafer, 
same  as  estimated  for  gun-boats,  $393,000;  removing  bench-walls,  $875,000;  total, 
$5,228,000. 

To  extend  the  locks  so  as  to  pass  through  three  boats  with  steamer.  §1,800,000  addi- 
tional. 

This,  unquestionably,  is  the  simplest  and  cheapest  project,  can  be  speedily  accom- 
plished, and  without  possible  detriment  to  canal  navigation. 

That  it  would  cheapen  the  cost  of  transportation  in  as  great  a  ratio  as  by  the  other 
proposed  system  is  not  certain,  but  that  it  would  make  a  large  and  useful  reduction 
cannot  be  doubted. 

The  calculations  made  with  reference  to  the  50  per  cent,  were  based  upou  large 
boats  moving  with  horse-power,  not  with  steam-propulsiou.  as  would  most  naturally 
follow  upon  such  large  craft  being  brought  into  use:  therefore,  we  may  very  properly 
look  for  better  results  than  anticipated  by  the  engineer,  as  such  a  barge  moving  at 
once  the  quantity  moved  by  three  first-class  boats  in  half  (or  nearly)  the  time  at  present 
made,  must  certainly  prove  of  great  economical  value. 

Practice  has  demonstrated  that  upon  canal,  lock,  and  river  navigation  combined,  the 
most  economic  "[dan  of  moving  property  is  by  barges,  for  they  cost  far  less  in  their  con- 
struction, proportioned  to  their  carrying  capacity,  require  few  hands,  and  move  with 
less  expense,  greater  ease,  and  more  rapidly  than  sail-craft.  It  is  a  remarkable  fact 
that,  upon  the  Saint  Lawrence  River,  95  percent,  of  all  the  grain  that  reaches  Kingston 
by  sail-vessel  is  transferred  at  that  point  in  barges  for  Montreal. 

It  has  been  difficult  to  obtain  accurate  statements  of  the  Canadian  vessels  navigating 
the  lakes  and  Saint  Lawrence  River,  but  it  may  be  fairly  assumed  that  their  steam  and 
sail  ratio  corresponds  with  ours.  The  aggregate  of  American  vessels  is  2,090,  of  which 
1,420  are  sailing-vessels  and  670  steamers. 

Experience  is  a  safe  guide,  and  if  owners  and  parties  interested  in  navigation  upon 
the  Saint  Lawrence  route  found  it  more  profitable  to  use  lake-vessels,  barges  would 
not  be  in  use.  This  fact  is  very  demonstrative,  and  elucidates  the  folly  of  advocating 
ship-canals  for  interior  navigation.  The  barges  upon  the  Saint  Lawrence  are  not  pro- 
pelled by  steam,  and  each  carries  about  four  hundred  and  seventy  tons. 

Upon  this  point  it  is  proper  to  inquire  if  steam  can  be  profitably  employed  upon 
our  canals.  In  the  year  1871.  the  legislature  of  this  State  passed  a  law  providing  for 
the  payment  of  $IUO,OUU  to  the  person  or  persons  who  in  this  direction  should  success- 
fully introduce  steam-navigation  and  profitably  apply  it  to  the  boats  now  in  use  upon 
the  canals.  A  commissioner  was  appointed  to  examine  and  decide  upon  the  merits  of 
the  contestants,  and  in  his  second  annual  report  (Senate  Document  No.  71,  February 
25,  1S73)  the  engineer  of  the  commission  gives  the  residt  of  several  trial  trips,  a  few  of 
which  are  herewith  noted. 


214  •  APPENDIX. 

Steamer  William  Newman  left  Buffalo,  August  31,  1872,  with  a  cargo  of  seven  thou- 
sand two  hundred  bushels  of  wheat,  weighing  two  hundred  and  ten  and  six-tenths  of 
a  ton,  reached  West  Troy  6.45  p.  m.,  September  6;  time  six  days,  thirteen  hours,  and 
fifteen  minutes;  deducting  detentions  and  lockage  (nineteen  hours  and  thirty-five 
minutes)  leaves  for  running-time  five  days,  seventeen  hours,  and  forty  minutes;  aver- 
age  speed   including  all  detentions,  2  19-100  miles  per  hour. 

The  return-trip,  with  a  cargo  of  one  hundred  and  fourteen  tons  of  iron  ore,  was  made 
in  five  days,  twenty-two  hours,  and  twenty  minutes;  deducting  time  consumed  in 
lockage  and  detentions  (nineteen  hours  and  forty-three  minutes),  leaves  for  running- 
time  five  days,  two  hours,  ami  thirty-seven  minutes;  average  speed,  including  all  de- 
tentions, 2  42-100  miles  per  hour. 

The  second  trip  east  commenced  on  the  21st  day  of  September,  at  6.40  a.  m.,  with 
cargo  of  two  hundred  and  one  tons  of  wheat.  The  vessel  reached  West  Tiny  at  7  a.  in., 
on  the  28th  iostant;  gross  time  seven  days  and  twenty  minutes;  detentions,  one  day, 
thirteen  hours,  and  thirty-five  minutes;  running-time  five  days,  tenhours,  and  forty-five 
minutes;  a  detention  of  nineteen  hours  occupied  in  replacing  broken  rudder-post. 

The  return-trip,  with  one  hundred  and  twenty-seven  and  three-quarter  tons  of  iron 
ore,  was  made  in  six  days  and  thirteen  hours;  detentions,  twenty-three  hours;  running- 
time  five  days,  four  hours,  and  thirty  minutes;  average  speed,  including  detentions, 
2  34-100  miles  per  hour. 

Third  trip  east,  with  cargo  of  wheat  weighing  two  hundred  four  and  four-tenths 
of  a  ton,  commenced  at  Buffalo,  at  7  a.  m.,  on  the  16th  of  October,  and  West  Troy  was 
reached  on  the  22d  instant  at  11.15  a.  m. ;  time  six  days,  lour  hours,  aud  fifteen  min- 
utes; deducting  lockage  and  detention,  the  running-time  was  five  days,  four  hours, 
and  fifty-five  minutes. 

Starting  from  West  Troy  with  a  cargo  of  one  hundred  and  one  and  nine-tenths  tons 
of  merchandise,  Buffalo  was  reached  in  five  days  and  twenty-one  hours;  running-time, 
deducting  detentions  and  lockage  (twenty-one  hours  and  fifty  minutes),  four  days, 
three  hours,  and  fifty  minutes. 

In  the  fall  of  1872  the  steamer  William  Baxter  made  three  round  trips  between  Buf- 
falo and  West  Troy,  and  on  her  first  trip  transported  eastward  two  hundred  and  one 
and  six-tenths  tons  of  wheat,  and  on  her  second  and  third  trips  each  two  hundred  and 
one  tons  of  wheat.  The  return  cargoes  were,  first  trip,  one  hundred  and  two  and  a 
quarter  tons  of  plaster;  on  the  second,  one  hundred  and  thirteen  and  one-eighth  tons 
plaster;  and  on  the  third,  one  hundred  and  fourteen  and  one-half  tons  iron  ore. 

The  gross  time  of  the  three  trips  east  averaged  six  days,  eighteen  hours,  and  thirty- 
five  minutes;  running-time  averaged  four  days,  eight  hours,  and  forty  minutes;  aver- 
age speed,  running-time,  3  30-100  miles  per  hour. 

The  average  gross  time  consumed  in  the  three  return  trips  was  six  days,  six  hours, 
and  two  minutes;  average  running-time  four  days,  ten  hours,  and  twenty  minutes; 
average  speed,  running-time,  3  27-100  miles  per  hour. 

On  page  108  the  engineer  acknowledges  that,  ■•in  order  to  judge  correctly  as  to  the 
relative  capacities  and  economy  of  steamers,  as  compared  with  horse-boats,  it  is  of 
course  necessary  to  know  the  average  time  of  the  latter  between  Buffalo  anil  Troy. 
For  the  purpose  of  ascertaining  this  time  I  caused  an  examination  to  be  made  of  the 
clearances  of  seventy-two  boats  arriving  consecutively  at  West  Troy  from  Buffalo. 
The  results  of  this  examination  are  as  follows:  Average  time  between  Buffalo  and  West 
Ti'oy,  ten  days,  two  hours,  and  forty-six  minutes;  average  cargo,  two  hundred  a  ml 
twenty-seven  tons;  average  speed,  1  42-100  miles  per  hour.  This  examination  was 
commenced  on  the  16th  of  October,  and  in  only  two  or  three  instances  was  mention 
made  of  delay  due  to  sickness  of  horses.  It  is  assumed,  therefore,  that  the  results 
obtained  fairly  represent  the  average  performance  of  the  horse-boat  between  Buffalo 
and  Troy." 

These  statements  exhibit  the  value  of  steam  thus  applied  and  the  perfect  adaptabil- 
ity of  the  Erie  Canal  to  its  use,  notwithstanding  the  impediments  offered  by  the  small 
and  narrow  locks.  We  find  thai,  under  the  supervision  of  an  experienced  engineer, 
lioats  made  trips  against  the  current,  westward,  with  cargoes  over  one  hundred  tons, 
at  greater  speed  than  was  attained  by  the  same  boats  going  eastward  with  about  two 
hundred  tons  of  cargo.  Xo  report  has  been  made  for  the  current  year,  but  it  is  under- 
stood the  experiments  have  proven  very  satisfactory. 

On  the  downward  trip  to  Albany  the  current  exercises  material  intluence.  From 
Lake  Erie  to  Montezuma  there  is  a  continuous  descent  of  151.1  miles,  with  a  lockage 
of  177^  feet  through  twenty  locks.  From  Montezuma  to  the  center  of  the  Jordan  level 
the  movement  of  boats  may  be  said  to  be  against  the  current,  and  in  a  distance  of  19 
miles  they  have  to  pass  through  two  locks  with  l&J  feet  lockage;  thence  descending 
to  the  Syracuse  level,  the  distance  from  the  center  of  the  Jordan  level  is  about  14 
miles;  thence  ascending  through  three  locks,  rising  26  96  100  feet  to  the  "long  level," 
the  level  extending  53  miles,  and  thence  continually  descending  113  miles  through  46 
locks  with  426  96  100  feet  of  lockage. 

Estimating  that  on  the  long  level,  from  the  Black  and  Mohawk  River  feeders  at  Rome 


APPENDIX. 


215 


to  Syracuse,  a  distance  of  40  miles,  the  current  is  westward,  there  would  be  on  the 
•whole  351Jf  miles  of  canal,  only  59  miles  influenced  by  it,  with  the  exception  of  the 
lakes.  Is  there  any  natural  water-route  possessing  a  tithe  of  the  advantages  held  by 
this  artificial  route,  and  can  any  channel  be  constructed  that  cau  equal  the  Erie  Canal 
iu  its  wonderful  unity? 

In  determining  the  nature  and  scope  of  improvements  considered  necessary  to  be 
made  with  the  design  of  cheapening  cost  of  transportation,  permanent  as  well  as 
speedy  results  are  required. 

During  the  season  of  navigation  the  Erie  Canal  exercises  a  strongly  marked  and  un- 
questioned eontrolmentof  carriers'  charges  upon  all  routes  competing  for  western  trade, 
and  to  a  considerable  extent  upon  property  moving  westward.  Upon  the  opening  of 
the  Erie  Canal  the  great  railroad  lines  invariably  reduce  their  rates,  and  as  invariably 
increase  them  when  through-shipments  from  Chicago  can  no  longer  be  made  by  water. 

The  annexed  tables  fully  establish  this  fact: 


Charges  on  all  rail,  per  bushel , 
of  wheat  from  Chicago  to — 


Date. 


January  1  to  January  16 

January  IT  to  March  8 

March  9  to  April  6 

April  7  to  April  23 

April  24  to  June  12 

June  13  to  July  9 

July  10  to  August  10 

August  11  to  September  20. 
September  21  to  October  1.. 

October  J  to  <  (ctober  24 

October  24  to  December  31.. 


July  1  to  March  24 

March  25  to  April  30 

May  1  to  August  11 

August  12  t<i  September  1 

September  2  to  September  8  . 
September  9  to  September  15. 
September  16  to  October  13. . . 
October  14  to  December  31... 


The  increase  in  the  winter  months  over  the  summer  and  late  fall  averaging  two 
dollars  and  seven  cents  a  ton  on  wheat. 

It  is  apparent  that,  in  the  season  of  navigation,  any  appliances  made  for  reducing 
cost  of  carriage  upon  the  Erie  Canal  necessarily  reduces  cost  upon  all  other  lines,  and 
this  most  important  and  permanent  result  cannot  be  obtained  upon  any  other  line. 

The  reason  of  this  conclusion  is  obvious.  The  State  owns  the  line,  and,  therefore, 
is  precluded  from  the  possibility  of  entering  into  combinations  with  corporations  to 
seize  upon  opportunities  to  increase  their  profits.  2d.  It  is  the  interest  of  the  State  to 
reduce  rather  than  enhance  the  cost ;  ana,  3d,  it  is  impossible  to  combine  upon  the 
canals  the  rolling-stock  owned  bythousands  of  individuals,  or  enter  into  any  arrange- 
ment with  their  natural  antagonists,  railroad  corporations. 

Cheapness  of  transportation  upon  this  route  is  also  assured  by  advantages  not 
offered  by  any  other,  viz,  the  return-cargoes,  whose  value  is  also  felt  upon  the  lakes, 
and  although  such  cargoes  on  water-routes  seldom  prove  of  material  profit,  they  serve 
to  pay  expenses,  and  to  that  extent  reduce  the  charges  on  cargoes  taken  eastward,  as 
well  by  lakes  as  by  canal. 

Buffalo  bids  fair  to  be  a  very  great  coal  emporium,  the  increase  in  the  trade  being 
very  remarkable  and  worthy  of  a  moment's  consideration.  In  the  year  1873,  the  ship- 
pers paid  to  vessels  leaving  Buffalo  one  dollar  per  ton  freight,  free  on  and  off  vessel. 
At  the  port  of  Erie,  90  miles  west  from  Buffalo,  the  additional  sum  of  twenty-five 
cents  per  ton  is  paid,  both  qualities  of  coal  being  found  there.  From  Cleveland,  180 
miles  from  Buffalo,  the  additional  sum  of  twenty-five  cents  per  ton  is  paid  upon  the 
bituminous  coal  sent  westward.     The  result  is  inevitable;  the  coal  trade  of  Erie  is  to 


216  APPENDIX. 

be  directed  to  Buffalo.  This  difference  of  twenty-five  cents  per  ton  is  occasioned  by 
the  fact  that  vessels  have  cargoes  to  Buffalo  instead  of  Erie,  and  it  is  worth  that 
amount  for  vessels  to  stop  on  their  westward  trip  from  Buffalo  to  load  from  these 
ports.  This  is  another  evidence  of  the  superiority  of  lines  having  the  control  of  com- 
merce. The  vast  amount  of  property  imported  in  the  city  of  New  York,  and  which  is 
to  find  its  way  west,  gives  opportunities  for  water-craft  to  find  cargoes  in  that  direc- 
tion, which  no  other  port,  save  Montreal,  possesses,  and  that  to  a  very  limited  extent. 
The  productions  of  the  "West  finding  their  way  eastward  from  lake  ports,  for  export, 
also  take  the  same  line  to  the  metropolis. 

In  the  following  tables  are  shown  the  shipments  of  freight  from  Buffalo  by  the  Erie 
Canal;  the  westward  freight,  by  canal,  to  the  same  point,  and  the  ratio  of  return 
freights  by  this  route: 

Easticard  movement,  ton*  freight. 

1868 1.  47C.  t>!i- 

1869 1,281,706 

1870 1, 303, 904 

1871 1,742,157 

1872 .- 1,  774,99& 

,  Westward  movement,  tons  freight. 

1868  682,916 

1869 506,  532 

1870 633,849 

187 1 538.593 

1872  699,916 

The  increase  in  the  anthracite  coal  brought  by  canal  is  shown  by  the  following  state- 
ment: 

1871.  1872.  1873. 

Tons 102,185        190,994        254,044 

In  addition  to  the  tonnage  delivered  by  canal,  there  have  also  been  received  by  rail- 
way, for  the  current  year,  nearly  half  a  million  of  tons  of  anthracite  coal,  most  of  which 
is  sent  westward. 

The  proportion  of  return  cargoes  brought  by  canal  is  nearly  forty  per  cent,  of  the 
shipment  by  canal  eastward. 

In  addition,  it  is  the  fixed  and  declared  policy  of  the  State  to  cheapen  transportation. 

During  the  last  session  of  the  legislature  the  following  article  was  adopted  and 
directed  to  be  submitted  to  the  people  as  an  amendment  to  the  constitution: 

Article  — .  The  commissioners  of  the  canal-fund  shall  borrow  on  the  credit  of  the 
State  such  sums  as  may  be  necessary  for  paying  the  canal  and  general  fund  debts  now 
charged  on  the  canals,  as  the  same  shall  fall  due.  by  the  issue  and  sale  of  bonds  or  cer- 
tificates of  stock,  having  forty  years  to  run  from  this  date,  bearing  interest  at  the  rate 
of  five  per  cent,  per  annum,  payable  semi-annually.  For  the  payment  of  the  principal 
at  maturity  a  sinking-fund  of'  one  per  cent,  per  annum  shall  be  established,  and  the  tolls 
of  the  canals  shall  be  fixed  from  time  to  time  by  the  canal  board  at  rates  sufficing,  as 
near  as  may  be,  to  provide  only  for  said  sinking-fund  the  interest  on  the  debt  so  created, 
the  expenses  of  collection,  superintendence,  ami  keeping  the  canals  in  repair;  and  the 
contribution  so  created  for  said  sinking-fund  shall  be  invested  annually:  invested  by 
the  comptroller  in  the  bonds  or  certificates  of  stock  authorized  by  this  article,  or  in  the 
stock  or  bonds  of  the  State  of  New  York  or  of  the  United  States,  which  shall  be  held 
for  the  redemption  and  payment  of  the  bonds  or  certificates  herein  authorized  to  be 
issued,  and  sacredly  applied  to  that  purpose.  All  of  said  debt  and  interest  shall  be  paid 
from  the  revenues  of  the  canals,  and  no  direct  tax  shall  ever  be  levied  or  collected  for 
canal  purposes  either  for  current  expenses  or  repairs,  ordinary  or  extraordinary. 

Should  this  proposition  become  operative,  the  tolls  upon  the  canal  may  be  reduced 
nearly  twenty  per  cent,  in  the  year  1875,  and  with  a  constant  declination  upon  those 
rates  until  they  shall  be  so  reduced  as  to  simply  provide  sufficient  for  reparation  and 
management. 

The  policy  of  the  State  in  this  respect  has  been  most  liberal,  as  found  in  the  follow- 
ing statement :  The  toll-freight  on  a  barrel  of  flour  from  Buffalo  to  Albany  in  1830,  '31, 
'32,  was  55  cents;  carriers' charges  average  43  cents;  in  1833,  39  cents;  carriers' charges 
average  49  cents;  from  1833  to  1846,35  cents;  carriers' charges  average  36| cents ;  from 
1845  to  1H51,31  cents;  carriers"  charges  average  31  >  cents;  from  1850  to  18£8,  23  cents; 
carriers'  charges  average  29^  cents;  from  1857  to  l£61, 15  cents;  carriers' charges  aver- 
age 20J  cents;  in  1861,  19  cents;  carriers'  charges  average  27  cents;  from  1861  to  1870, 
23  cents;  carriers' charges  average  27  cents;  from  1869  to  1873, 1H  cents;  carriers' charges- 
average  26-,*',;  cents. 


APPENDIX.  217 

The  following  tables  exhibit  receipts  of  cereals  at  various  points  for  a  series  of  years  : 


Ports. 


1868. 


1S69. 


1870. 


1871. 


1872. 


Bushels. 

Chicago,  Milwaukee,  Detroit,  and  Toledo.  112, 144,  800 
Buffalo  * I  49,  949,  856 


Oswego. 

Montreal 

Ogdensburg . 

Boston 

Portland 

Baltimore  . . . 
Philadelphia 
New  York . . . 


13,  987,  377 
8,  353,  617 

3,  828,  826 

11,  508,  120 

4,  086,  993 

12,  235,  558 
12,  151,  207 
62,  937,  989 


Bushels. 

115,  882, 241 

45,  807,  163 

13,  396,  542 

13,  089,  787 

4, 124, 176 
11,  863,  049 

2,  611,  349 

13,  Sis.  4S3 

14,  679,  515 
66,  206,  570 


Bushels. 

117,  276,  560 

46,613,096 

12,  273,  498 

12,  230,  093 
I.  652,  500 

13,  047,  905 


13,  819, 101 
15,  307,  011 
69,  418,  732 


Bushels. 

141,  458,  061 

67, 155,  742 

14,  216,  974 

14, 166,  066 

4,  952,  259 
14,  862,  899 

3,  711,  846 
17,  389,  443 
20, 102,  425 
88,  925,  844 


Bushels. 

139,  584,  622 

62,  260,  332 

9, 124,  914 

17,  547,  428 

3,  540,  227 
16,  701,  934 

4,  071,  792 
20,571,499 
24, 117, 150 
90,  217,  315 


*  By  lake. 

Beceipts  of  grain  at  West  Troy  and  Albany,  by  the  Erie  and  Champlain  Canals. 

Bushels. 

1868 50,  086,  800 

1869 : 37,862,185 

1870 37,641,200 

1871 54,695,930 

1872  52,683,700 

Of  the  receipts  for  1872,  as  given  in  the  last  table,  298,080  bushels  of  grain  came 
by  the  Champlain  Canal. 

Shipments  of  grain  from  Oswego  by  Oswego  Canal,  and  front  Buffalo  by  Erie  Canal. 

Buffalo.  Oswego. 

1870 37,641,200  8,506,266 

1871 54,695,930        10,442,880 

1872 52,683,700  5,993,822 

The  following  shows  shipments  from  ocean  port  s : 


Port, 

1871. 

1872. 

5,  356,  575 

3,  491,  436 

2,  218,  399 

14,  752,  795 

43,  867,  411 

6,  442,  231 

4,  450,  283 
2,  913,  559 

16, 196,  474 

45,  974,  923 

These  tables  are  presented  to  indicate  the  current  of  interior  and  export  trade,  and 
to  call  attention  to  the  fact  how  nearly  the  entire  receipts  of  Montreal  are  exported, 
and  that  they  are  larger  than  the  exports  of  Boston,  Baltimore,  and  Philadelphia 
combined. 

In  the  above  tables  the  only  foreign  exports  are  given  from  Philadelphia  and  New 
York,  but  it  is  most  likely  that  the  bulk  of  the  exports  from  other  cities  is  for  foreign 
ports. 

The  statistics  are  also  presented  for  the  purpose  of  calling  attention  to  the  consump- 
tion of  cereals  by  the  great  cities,  and  the  consequent  importance  to  their  residents  of 
this  question  of  cheap  transportation.  The  quantity  retained  for  consumption  in  New 
York,  Baltimore,  Philadelphia,  and  Boston,  for  the  year  1872,  was  91,826,000  bushels, 
while  the  total  exports  for  the  four  great  cities  were  less  than  60,000,000  of  bushels. 

Thus  we  find  the  people  of  the  great  cities,  as  well  as  the  hard-worked  farmers  on 
the  prairies,  are  most  deeply  and  vitally  interested  in  this  great  proposition,  and  it  is 
the  duty  of  all  classes,  whether  as  the  laborer,  the  mechanic,  miner,  artisan,  or  busi- 
ness class,  to  use  their  best  exertions  to  cheapen  the  great  necessaries  of  life,  and  thus 
increase  the  savings  and  proportionate  value  of  their  labor. 

Another  point  in  the  exhibit  is  to  show  the  great  preponderance  of  export  from 
New  York,  by  reason  of  the  unrivaled  water-communications  connecting  that  port 
with  the  great  West. 

It  is  almost  impossible  to  ascertain  the  amount  of  cereals  moved  by  rail,  but  it  is 
very  large.  The  New  York  Central  Railway  Company  is  now  constructing  two  addi- 
tional tracks  between  Buffalo  and  Albany.  It  has  been  stated  that  over  seventy  per 
cent,  of  the  entire  business  received  at  Buffalo  is  for  the  New  England  States. 


2  Is  APPENDIX. 

A  very  large  proportion  of  their  business  is  in  grain,  which  is  carried  through  the 
system  <>t'  red,  white,  and  blue  lines,  throughout  Xeu  England,  and  a  very  Large  pro- 
portion "t"  thai  grain  will  always  find  thai  manner  of  conveyance. 

For  the  year  i-?l  the  receipts  of  grain  (flour  reduced  to  vi heal  included  )  at  Buffalo, 
by  the  Lake  Shore  and  Michigan  Southern  Railway,  were  24,801,539  bushels,  and  for 
the  year  L872,  29,756,700  bushels.  All  of  the  Last  item,  except  aboul  250,000  bushels, 
w  as  baken  easl  w  ard  by  rail. 

The  siate  of  Xew  York  cannot,  nor  will  not,  assign  control  of  her  canals,  nor  will 
she  allow  any  governmental  management  of  them;  yel  will  not.  or  should  not,  objeot 
to  the  general  government  providing  mean-  for  increased  facilities  to  internal  com- 
merce and  trade,  and  tor  the  marked  benefil  of  the  people  of  her  Bister  States. 

For  the  improvement  of  her  present  canals,  the  state  has  given  heT  consent  and 
acquiescence.  For  the  opening  or  constructing  new  routes  it  is  questionable  it"  her 
permission  could  be  obtained,  ha\  ing  been  repeatedly  and  distinctly  refused,  as  in  the 
case  of  the  Niagara  ship-canal.     The  following  law  is  yet  npon  the  statute-books: 

CiiAiM  i  r   115,  Law  -  1862. 
AX  ACT  in  adapl  the  canals  of  this  State  to  the  defense  of  the  aoitheni  and  northwestern  Laki 

Tin  people  of  the  State  of  New   York,  represented  in  Senate  and  assembly,  do  enact  as 

foliar*  : 

Si  i  HON  1.  Whenever  the  Government  of  the  United  states  shall  provide  fchemeansi 

cither  in  ca.-h  or  their  six  per  cent,  stocks  or  bonds,  redeemable  within  twenty  years. 
for  defraying  the  cost  of  enlarging  a  single  tier  of  Locks  or  building  an  additional  tier, 
in  whole  or  in  part,  upon  the  Erie  and  the  Oswego  Canals,  including  any  necessary 
alteration  of  said  canals  or  their  structures,  to  a  size  sufficient  to  pass  \  essels  adequate 
to  the  defense  of  the  northern  and  northwestern  lakes,  the  canal  hoard  shall  -without 
delay  put  such  work  under  contract  in  the  manner  now  required  by  law,  to  he  con- 
structed and  completed  at  the  earliest  practicable  period,  without  serious  interrupt  ion 
to  navigation,  with  power,  in  the  discretion  of  the  canal  hoard,  to  direct  the  con- 
struction of  new  and  independent  locks,  when  found  more  advantageous.  The  said 
canal  hoard  shall,  whenever  the  Government  of  the  United  States  shall  provide  the 
means  as  aforesaid,  construct  a  canal  of  requisite  dimensions  and  capacity,  from  the 
Erie  Canal,  at  ornear  the  village  of  Clyde,  to  some  proper  point  on  the  Great  Sodus 
Bay  or  Lake  <  mtario. 

.  2.  The  canal  hoard  are  also  hereby  authorized,  in  like  manner,  to  enlarge  the 
Champlain  Canal,  and  its  locks  and  other  structure-,  to  a  size  sufficient  to  pass  vessels 
of  like  capacity,  in  case  the  Government  of  the  United  States  shall,  in  like  manner, 
pn>\  ide  the  means  required  for  that  purpose. 

Si  '  .  '■''■  The  dimensions  and  character  of  all  the  work  hereinabove  mentioned  shall 
be  determined  by  the  canal  hoard,  subject  to  the  examination  and  concurrence  of  the 
War  Department  of  the  Government  of  the  United  states.  Contracts  for  any  of  said 
work  may  he  made  payable  in  the  said  six  per  cent,  stock  and  bonds  of  the  United 
States,  it'  the  commissioners  of  the  canal  fund  shall  so  elect. 

Sec.  1.  On  completing  the  said  work  on  either  of  tin-  said  canals  the  Government  of 
the  United  states  shall  nave  the  perpetual  right  of  passage  through  the  canals  thus 
enlarged  or  built,  free  from  toll  or  charge,  for  its  vessels  of  war,  boats,  gun-boats, 
transports,  troops,  supplies,  or  munitions  of  war.  subject  to  the  general  regulations 
prescribed  by  the  State  from  time  to  tine-  for  the  navigation  of  ite 

-  ■  .  o.  Any  moneys  or  other  means  which  maybe  received  from  the  Government  of 
the  United  States  to  pay  for  any  of  said  work  are  hereby  appropriated  to  he  expended 
for  the  purpose  hereinabove  mentioned. 

S      .  •;.  lint  nothing  in  this  act  contained  shall  authorize  the  contracting  or  incur- 
ring of  any  debt   or  liability,  directly  or  indirectly,  on    the  part   of  the   State,  or  the 
aditure  of  any  means  or  money  of  the  state  of  New  York,  for  the  purposes  speci- 
fied in  this  ac't. 

That  the  legislature  would  make  any  reasonable  modification  in  the  above  there  can 
scarcely  he  any  question. 

The  question  of  the  ability  of  the  Erie  Canal  to  carry  the  bulk  of  the  productions 
of  the  Western  states  is  an  important  one.  yet  the  proposition  is  so  easily  determined 
that  discussion  is  not  necessary. 

its  capacity  has  never  been  tested,  as  upon  one  division  i  the  western)  of  the  canal 
there  has  been  hut  one  tier  of  locks.  Tin'  second  tier  is  nearly  completed.  The  intro- 
duction of  steam,  as  a  motive  power,  will  greatly  add  to  its  efficiency,  and  the  enlarge- 
ment of  the  locks  will  double  its  present  earning  capacity. 

In  addition,  the  widening  and  deepening  are  perfectly  feasible,  and  thus  its  capacity 
can  he  made  to  equal  all  t  lie  demands  of  the  future. 

F.  A.  ALBERGER. 


*  Passed  April  22,  1562;  three-nfths  being  present. 


APPENDIX.  219 


LETTER  ADDRESSED  TO  THE  CHAIRMAN  OF  THIS  COMMITTEE  BY  ISAAC 
HINCKLEY,  PRESIDENT  OF  PHILADELPHIA,  WILMINGTON  AND  BALTI- 
MORE RAILROAD,  IN  RELATION  TO  THE  SUBJECT  OF  RAILWAY  COM- 
PETITION. 

Philadelphia,  Wilmington  and  Baltimore  Railroad  Company, 

President's  Office,  Philadelphia,  February  23,  1874. 

Dear  Sir  :  In  reply  to  your  question  as  to  the  effect  of  railroad  competition  upon 
rates:  It  is  now  forty  years  since  Robert  Stephenson  said,  in  substance,  "railway  com- 
petition is  not  possible  where  consolidation  is  practicable."  Numerous  instances  occur 
to  me  illustrative  of  the  truth  of  this  axiom  ;  while  I  know  that  cases  where  it  has  not 
been  verified  are  exceptional.  Iu  here  speakiug  of  "competition,"  I  do  not  refer  to 
cases  where  the  business  competed  for  is  hut  a  portion  of  the  business  of  the  road,  and 
therefore  is  not  of  prime  consideration.  Thus  the  great  trunk-lines  may  go  ou  com- 
peting indefinitely  for  the  western  and  seaboard  traffic,  because  such  competition  is 
not  destructively  exhaustive,  in  view  of  the  large  local  traffic  which  those  lines  enjoy 
free  from  competition.  Yet  even  here  the  public  frequently  suffers;  as,  for  instance, 
when  competition  has  reduced  the  rates  to  cost,  or  even  below  cost,  and.  the  railroad 
companies,  in  self-preservation,  agree  together  for  a  time,  forming  what  we  may  call 
a  temporary  consolidation,  under  which  rates  are  spasmodically  raised. 

But,  taking  the  cases  where  two  roads  compete  practically  for  their  whole  business, 
you  will  find  that  compromise  or  consolidation  in  some  shape  has  been  the  result;  and 
the  public  thereafter  pays  for  the  support  of  two  roads  when  one  only  was  necessary; 
as  a  man  who  keeps  two  horses  to  do  the  work  of  one  must  pay  for  oats  for  both. 

I  will  instance  two  or  three  such  cases: 

Lowell,  Mass.,  26  miles  from  Boston,  was  connected  with  that  city  by  the  Boston 
and  Lowell  Railroad,  of  which  I  was  a  director  for  fifteen  years.  We  were,  in  or  about 
1854,  carrying  passengers  at  60  cents,  coal  at  To  cents,  other  freights  in  proportion. 
The  Salem  and  Lowell  Railroad  about  that  time  commenced,  iu  connection  with  the 
Boston  and  Maine  Railroad,  to  compete  for  the  trade.  Passenger  rates  went  to  45 
ceuts  and  coal  to  50  cents  generally,  and  once  to  30  cents.  These  rates  were  injurious 
to  the  Boston  and  Lowell,  and  insupportable  by  the  Salem  and  Lowell.  Compromise 
and  lease  followed.  Passenger  rate  went  to  75  cents,  then  to  81,  and  now  is  75  cents. 
Coal  rate  went  to  .§1.25  at  once,  and  subsequently  to  §1.75;  since  reduced,  I  think,  to 
$1.25.  Other  rates  were  affected  in  the  same  direction,  yet  the  Boston  and  Lowell 
Railroad  Company,  who  took  the  lease,  fared  no  better  than  it  did  with  low  rates  be- 
fore the  Salem  and  Lowell  was  built. 

Similar  results  followed  at  Manchester,  New  Hampshire,  on  the  construction  of  the 
Manchester  and  Lowell  Railroad — a  competitor  of  the  Connecticut  River  Railroad.  I 
inclose  a  copy  of  a  letter  received  to-day  from  general  manager  Boston  and  Lowell  and 
Nashua  and  Lowell  Railroad  Companies,  bearing  upon  these  cases. 

I  also  inclose  a  table  of  rates  on  the  Connecticut  River  Railroad,  showing  that  where 
competition  reaches  a  town  (as  in  the  case  of  Northampton  and  Greenfield,  Mass.),  it- 
does  not  fare  so  well  as  other  towns  on  the  same  line  of  road.  The  president  of  that 
company  recently  told  me  that,  by  the  terms  of  the  compromise  with  the  competing 
road  at  Greenfield,  he  is  forced  to  charge  $3  per  ton  for  coal  to  that  town,  while  he 
carries  coal  to  towns  beyond  Greenfield  for  $2.75. 

The  public  do  not  seem  to  realize  that  railroad  competition  is  not  similar  to  stage- 
coach or  steamboat  competition,  where,  if  one  party  be  worsted,  he  can  retreat  with 
his  capital  to  a  new  field.  They  should  know  that  railroad  managers  will  always, 
after  a  longer  or  shorter  trial  of  strength,  terminate  a  strife  which  is  mutually  in- 
jurious, and  agree  in  some  way  to  work  harmoniously. 

Did  I  not  suppose  that  you  had  the  able  reports  of  the  Railroad  Commissioners  of 
Massachusetts  for  past  years,  which  treat  of  the  inexpediency  of  fixing  railroad  rates 
by  statute,  I  should  forward  them  with  this. 

Please  command  me  at  any  time. 

Very  respectfully,  your  obedient  servant, 

ISAAC  HINCKLEY. 

Hon.  William  Wikdom, 

Chairman  Senate  Committee  on  Transportation,  ,\c.,  Washington,  D.  C. 


220 


APPENDIX. 


[Copy.] 

Boston  and  Lowell  Railroad  Company, 
Manager's  Office,  Boston,  February  20,  1874. 

Dear  Sir:  Mr.  Winslow  has  turned  over  to  me  an  unfinished  memorandum  in  pen- 
cil made  by  you  when  last  in  his  office,  and  requested  that  I  would  send  some  state- 
ment of  the  results  of  the  competition  between  the  Boston  and  Lowell,  and  the  Boston 
and  Maine,  and  Salem  and  Lowell  Roads,  in  1856.  Not  knowing  exactly  the  purpose 
of  the  inquiry,  I  can  only  say  generally  that  this  competition  resulted  in  combination 
between  the  competing  parties  and  an  increase  of  rates  above  what  they  were  before 
the  Salem  Road  was  built. 

Previous  to  the  building  of  the  competing  line  the  Lowell  Road  had  reduced  its  pas- 
sage fare  from  Lowell  to  Boston  to  50  cents.  This  was  raised  to  60  cents,  then  com- 
petition put  it  down  to  45  cents,  and,  after  a  compromise,  it  went  immediately  up  to 
75,  and  remained  at  that  figure  until  war  prices  advanced  it  to  one,  dollar.  It  has  now 
gone  back,  in  the  absence  of  any  competition  whatever,  to  75  cents  again.  Coal  was 
carried  by  the  competing  roads  at  50  cents  per  ton.  After  a  compromise  it  was  put 
np  to  one  dollar  and  a  quarter,  or  about  25  per  cent,  above  old  non-competing  rates. 
( >ther  freights  were  affected  in  a  similar  manner. 

The  competition  at  Manchester,  N.  H.,  brought  about  by  building  the  Manchester 
and  Lawrence  Road,  resulted  in  precisely  the  same  manner,  and  the  competing  road 
fell  iuto  the  hands  of  its  established  rival  in  the  same  way. 

I  mail  with  this  a  copy  of  an  argument  made  by  Colonel  George,  in  1867,  on  page 
23  of  which  you  will  find  a  table  of  rates  charged  try  this  road  for  a  series  of  years. 
Respectfully,  vours, 

GEO.  STARK, 
General  Manager. 

Isaac  HlNCKLEY,  Esq. 


Tabic  showing  different  freight-tariffs  on  Connecticut  Hirer  Railroad  since  1858. 


Date. 


Sjn ingfield  ami  ,  Springfield  and     Springfield  and     Springfield  and 
CMcopee.*  Holyoke.*  Northampton.!         Greenfield.) 


April  1,  1858 

Jnnel,  1864| 

October  1, 1864   .. 
January  15,  1867  . 

May  1,  1867 

December  1,  1867 

April  1,  1868 

July  1,  1868   


6  4'- 

52  4 

5s  I 

.7-  4 

5  4 


10 

42  12 

42  12 

4-  11 

42  11 

42  11 

4  U 


New  York  and     New  York  and 

New  York  and 

New  York  and 

CMcopee.'              Holyoke.* 

Northampton.! 

Greenfield,  t 

Date. 

1 

0 

3       4       1 

2 

3 

4 

1 

2 

3 

4 

1 

2 

3 

4 

April  1   1858    .. 

3? 

30 

95 

Junel,  1864: 

31 

27 

212 

....    34 

29 

23 

32 

30 

25 

422 

362 

39 

October  1, 1864 

30 

31 

262 

....    39 

33* 

28 

40 

35 

30 

46 

40 

34 

.... 

36 

31 

262 

39 

33* 

28 

40 

35 

30 

46 

40 

34 

May  1,  1867 

33 

28 

24     23     35 

30 

26 

242 

40 

35 

30 

27 

46 

40 

36 

32 

December  1,  1867 

33 

28 

24 

23      35 

30 

26 

242 

4(1 

35 

30 

27 

46 

40 

34 

32 

April  1,  1868 

28 

25 

21 

20  !  30 

27 

23 

22 

40 

34 

29 

25 

46 

40 

34 

30 

July  1,  1868 

28 

25 

21 

20     30 

27 

23 

22 

35 

31 

27 

24 

43 

38 

33 

29 

*  Roads  free  from  competition. 

t  Roads  competing  since. 

J  Compare  the  rates  of  June  1,  1864,  with  the  rates  of  July  1,  1868.  and  bear  in  mind  that  Greenfield 
and  Northampton  each  have  two  lines  of  railroad  to  New  York,  while  CMcopee  and  Holyoke  have  but 
one. 


APPENDIX.  221 

The  following  letter  was  furnished  to  this  committee  tL rough  the  Department  of 
State: 

ENGLISH  RAILWAYS  AND  CANALS. 

London,  December  10,  1873. 
Deab  Sib  :  I  have  now  the  honor  to  hand  you  herewith  sundry  documents,  giving  as 
nearly  as  possible  the  information  required,  under  date  October  11, 1873,  by  the  chair- 
man of  the  United  States  Senate  Committee  on  Transportation-Routes  to  the  Seaboard: 

A.  Statement  showing  various  through-passenger  fares  on  English  railways. 

B.  Statement  showing  various  through-rates  per  ton  of  freight  on  English  railways. 

C.  Statement  showing  rates  of  wages  paid  by  English  railway  companies. 

D.  Statement  showing  the  rates  per  ton  for  the  transportation  of  through  freights 
on  English  canals. 

E.  Statement  showing  tolls  levied  on  English  canals. 

I  send  copies  of  the  regulations  of  the  railway  cleariag-house — an  institution  by 
means  of  which  the  business,  whether  in  goods  or  passengers,  exchanged  between  the 
different  railway  companies,  is  arranged — showing  the  latest  classification  of  goods 
adopted. 

I  send  the  second  report  of  The  royal  commission  on  railways  in  Ireland,  which  con- 
tains valuable  statements  in  regard  to  the  management  of  the  Belgian  state  railways, 
and  to  the  rates  charged  and  the  cost  of  working. 

In  regard  to  the  comparative  accommodation  afforded,  and  to  the  question  of  the 
classification  of  passengers  on  English  railways,  I  beg  to  refer  you  to  the  inclosures  of 
my  letter  of  September  30th  last,  which  referred  at  some  length  to  that  subject. 

In  regard  to  goods  traffic,  the  rates  quoted  in  Statement  B  are  inclusive  of  loading 
and  unloading,  and  collecting  and  delivering  within  certain  stated  limits  from  the 
stations.  Where  goods  are  taken  from  the  trucks  aud  stored  for  an  indefinite  period, 
a  special  charge  is  made  for  warehousing;  but  under  the  ordinary  circumstances  of 
business  no  such  charge  is  made.  Class  S  and  M  rates  are  from  station  to  station  only ; 
that  is  to  say,  sender  and  consignee  have  to  bring,  load,  unload,  and  take  away  the 
goods,  the  company  providing  only  the  trucks  and  haulage.  Grain  is  never  carried  in 
bulk  on  English  railways,  being  loaded  in  bags  or  sacks  containing  about  four  bushels 
each.  I  may  add  that  there  are  companies  who  loan  sacks  on  hire  to  railway  compa- 
nies or  shippers  at  a  stated  annual  rent. 

As  I  have  stated  above,  the  whole  of  the  business,  both  in  goods  and  passengers,  ex- 
changed between  the  different  lines,  is  settled  in  accordance  with  the  clearing-house 
rules  herewith.  Whenever  the  rolling-stock  of  one  company  passes  on  to  the  system 
of  another  company,  the  owning  company  is  credited  by  a  mileage-rate,  balances  being 
periodically  settled  by  checks  issued  from  the  clearing-house.  The  nearest  approach 
to  the  co-operative-freight  system,  iu  use  in  the  United  States,  is  found  in  the  case  of 
what  is  known  as  the  East  Coast  line,  where  the  Great  Northern,  North  Eastern,  and 
North  British  Railway  Companies  own  rolling-stock  jointly,  and  have  au  arrangement 
for  the  division  of  its  receipts.  The  Cheshire  lines  also,  constructed  by  the  Midland, 
Great  Northern,  and  Manchester,  Sheffield  and  Lincolnshire  Companies  under  a  joint 
agreement,  are  administered,  and  their  receipts  ratably  divided,  by  a  joint  committee 
of  the  companies.  These,  however,  are  exceptional  arrangements,  made  wTith  a  special 
view  to  competing  traffic. 

Statement  D,  in  relation  to  the  carriage  of  freight  by  canal,  is  necessarily  limited  in 
scope,  as  there  are  but  few  canals  in  the  country  owned  byT  railroad  companies.  The 
canal  companies  in  themselves  are  not  carriers;  thejT  simply  provide  the  water-way 
and  towing-path,  and  collect  a  specified  toll  from  the  vessels  passing  the  locks.  I  have 
thus  added  a  statement,  E,  showing  the  tolls  levied  on  various  canals.  None  of  the 
English  canals  are  owned  by  the  state. 

The  costs  per  passenger  per  mile,  and  per  ton  of  goods  per  mile,  are  not  calculated 
in  English  railway  statistics,  it  being  thought  that  these  figures  would  have  little 
practical  value,  as  they  would  vary  so  much  under  the  changing  conditions  of  the 
traffic.  The  receipts  and  expenditures  "per  passenger-train  mile,"  and  "per  goods- 
train  mile,"  are  given  yearly  in  the  returns  issued  by  the  board  of  trade. 
I  am,  dear  sir,  very  truly,  yours, 

james  Mchenry. 

His  Excellency  General  Robert  C.  Schexck, 

Enrol)  Extraordinary  and  Minister  Plenipotentiary  of  the  U.  S.  of  America,  London. 


222 


APPENDIX. 


Statement  showing  the  railway  fares  on  English  railways,  for  first,  second,  and  third  class 
passengers,  from  point  to  point  herein  mentioned,  and  the  distances  by  rail  between  suck 
points. 

(Compiled  for  the  United  States  Senate  Committee  on  Transportation-Routes  to  the  Seaboard.] 


Journeys. 

Dis- 
tances. 

Railway 

fares. 

Remarks. 

Prom — 

To- 

Miles. 

1st  class. 

2d  class. 

3d  class. 

£   s.    d. 

£   s. 

d. 

£   s. 

d. 

London  

Invemess 

595 

4  10    0 

3  10 

0 

2    2 

6 

Return-tickets  usuallv  If  fares. 

Do 

Aberdeen 

542 

4    0    0 

3    0 

0 

2    0 

0 

Do 

Glasgow 

406 

3  10    0 

2  11 

0 

1  13 

0 

Via  London  and  Northwestern. 

Do 

Edinburgh 

398 

3  10    0 

2  11 

0 

1  13 

0 

Via  Great  Northern. 

Do 

Carlisle 

299 

2  14    9 

2    0 

0 

1    4 

2* 

Do 

Liverpool 

202 

1  15    0 

1     6 

0 

0  16 

9 

Do 

Fleetwood 

231 

2    0    0 

1  10 

0 

0  19 

1 

Do 

Holyhead 

264 

2    6  10 

1  15 

4 

1     1 

in* 

Do 

225 
189 

1  13    0 
1  12    6 

1    4 
1    4 

0 
0 

0  15 
0  15 

■■4 
6 

Do 

Manchester . . . 

Several  competing  lines. 

Do 

Milford 

285 

2    8    3 

1  16 

2 

1    6 

3 

Do 

Bristol 

118 

1     0  10 

0  15 

8 

0    9 

Id 

Do 

Plymouth 

247 

2    6    6 

1  12 

10 

0  18 

8 

Do 

Southampton  . 

76 

0  15    6 

0  11 

0 

0    6 

6 

Do 

50 

0  10    0 

0    7 

9 

0    4 

3 

No  competition ;  extra  fares  by 
■    special  express. 

Do 

Dover 

78 

0  18    6 

0  13 

6 

0    6 

6 

Extra  fares  by  continental  ex- 
press. 

Do 

Norwich 

113* 

13    9 

0  13 

0 

0  12 

3 

Government  rate  by  slow  trains. 
3d  class,  9s.  5*rf.' 

Do 

Hull 

174* 
191" 

1  10    6 
1  10    6 

1    3 
1    1 

0 
6 

0  13 
0  13 

6 

7 

Manchester.. 

Bristol 

Do 

Newcastle 

158 

14    9 

0  18 

V 

0  11 

9 

Do 

Scarborough . . 

117 

0  19    0 

0  14 

3 

0     9 

0 

Do 

Hull 

88 
221 

0  15    8 

1  17    0 

0  11 

1  6 

y 

0 

0    7 
0  18 

5 

5* 

Do 

Edinburgh 

Via  Midland  and  North  British. 

Do 

225 

1  17    0 

1     6 

6 

0  18 

6 

Do. 

Edinburgh . . . 

Glasgow 

47 

0    5    6 

0    4 

0 

0    2 

6 

Keen  competition. 

Newcastle 

301 

2  15    0 

2    0 

6 

1     5 

6 

Do 

Edinburgh 

Yarmouth 

426 

3  10    0 

2  11 

0 

1  12 

b 

Liverpool .... 

265 

2    8    2 

1  17 

0 

1    2 

2 

APPENDIX. 


223 


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224  APPENDIX. 

C. — Hates  of  wages  paid  by  English  railway  companies. 

[Compiled  for  the  United  States  Senate  Committee  on  Transportation-Routes  to  the  Seaboard.] 

Rank.  Pay. 

Conductors  (first-class  guards) 28s.  to  30s.  per  week. 

For  long  routes,  however,  and  special  services,  up  to  40s.  per  week. 

Engine-drivers 5s.  6d.  to  8».  per  day. 

Stokers  or  firemen 3s.  6d.  to  5s.  6d.  per  day. 

Baggagemen  (second-class  guards) 25s.  to  28s.  per  week. 

Brakemeu  (occasional  guards) 21s.  to  22s.  per  week. 

Signalmen 20s.  to  30s.  per  week. 

Varying  greatly  with  the  responsibility  of  the  post.     In  special  cases,  over  30s. 


APPENDIX. 


225 


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226  APPENDIX. 

E. 
STATEMENT  SHOWING  TOLLS  LEVIED  ON  ENGLISH  CANALS. 

COMPILED  FOR  THE  UNITED   STATES  SENATE  COMMITTEE  OX  TRANSPORTS  TION-ROUTES 

TO    THE    SEABOARD. 

Tolls  on  the  Macclesfield  Canal. 

Coals  for  burning  lime,  Id.  per  ton  per  mile  for  13  miles,  then  free. 

Coal,  slack,  cannel,  coke,  culm,  and  cinders  (except  for  burning  lime),  frf.  per  ton 
per  mile. 

Limestone,  ^d.  per  ton  per  mile. 

Limestone  taken  as  back-carriage  in  boats  which  shall  have  previously  brought 
and  paid  for  at  least  5  tons  not  less  than  9  miles  on  the  same  voyage,  \d.  per  ton  per 
mile. 

Lime,  lime-ashes,  and  road-stone,  ^d.  per  ton  per  mile. 

Salt,  %d.  per  ton  per  mile. 

Malt,  f  d.  per  ton  per  mile. 

Iron,  frf.  per  ton  per  mile. 

All  goods,  wares,  merchandise,  and  other  articles  not  mentioned  above,  Id.  per  ton 
per  mile. 

Tolls  on  the  Peak  Forest  Canal. 

Coal,  cannel,  slack,  and  coke  navigated  above  5  miles,  Id.  per  ton  per  mile. 

Coals,  except  for  burning  lime,  navigated  5  miles  or  a  shorter  distance,  2d.  per  ton 
per  mile. 

Coal  for  burning  lime,  Id.  per  ton  per  mile  for  7  miles,  then  free. 

Gritstone,  flags,  slate,  common  bricks,  dung,  sand  and  gravel,  bowlders,  engine-ashes, 
clay,  Id.  per  ton  per  mile  for  12  miles,  then  free. 

Limestone  for  roads,  Id.  per  ton  per  mile  for  15  miles,  then  free. 

Lime,  ashes,  street-scrapings,  soil,  and  peat-earth,  id.  per  ton  per  mile. 

Salt  and  limestone,  f  d.  per  ton  per  mile. 

Tiles,  quarries,  earthenware-pipes,  fire-bricks,  stock-bricks,  malt,  lead,  pig-iron, 
brass-lumps,  scrap-iron,  iron-ore,  bar-iron,  sheet,  plate,  and  hoop-iron,  and  large  iron 
castings  and  lime,  Id.  per  ton  per  mile. 

Steel  in  bars,  spar  and  chirt  bones,  and  grain,  l$d.  per  ton  per  mile. 

Timber,  general  goods,  &c,  2d  per  ton  per  mile. 

Tolls  on  the  Ashton  Canal. 

Coal  and  cannel,  passing  locks,  lid.  per  ton  per  mile  for  8  miles,  then  free. 

Gritstone,  flags,  slate,  iron-ore,  coal,  cannel,  brass-lumps.  Id.  (not  passing  locks). 

Lime,  lime-ashes,  limestone,  sand  and  gravel,  street-scrapings,  dung,  clay,  and  marl- 
salt,  id.  per  ton  per  mile  and  2s.  per  boat  extra. 

Stock-bricks  and  seconds,  qommon  bricks,  timber,  goods,  wares,  and  merchandise, 
V}d.  per  ton  per  mile,  not  passing  locks. 

Gritstone,  flags,  slate,  brass-lumps,  scrap-iron,  pig-iron,  iron-ore,  bowlders,  lid.  per 
ton  per  mile,  not  passing  locks.. 

Malt  and  grain,  lead,  timber,  bark,  bones,  horns,  hoofs,  and  hides,  steel,  2d.  per  ton 
per  mile,  passing  locks. 

Eire-bricks,  tiles,  and  unpacked  brown  earthenware,  Id.  per  ton  per  mile. 

Iron,  all  kinds,  unpacked,  lid.  per  ton  per  mile. 

Grain  and  flour  from  Macclesfield  Canal  to  Manchester,  Id.  per  ton  per  mile. 

All  other  goods,  2d.  per  ton  per  mile. 

Sheffield  Canal. 

For  coal,  culm,  charcoal,  road  materials,  manures,  lime  and  limestone,  id.  per  ton 
per  mile. 

For  iron,  slate,  stone,  bricks,  tiles,  and  clay,  Id.  per  ton  per  mile. 

For  grain,  timber,  general  merchandise,  and  all  other  articles  not  before  enumerated, 
Id.  per  ton  per  mile. 

Dnn  Navigation  and  Ikame  and  Dove  Canal. 

For  coal,  culm,  and  charcoal,  id.  per  ton  per  mile. 

For  road  materials,  manures,  lime,  and  limestone,  ^d.  per  ton  per  mile. 

For  iron,  slate,  stone,  bricks,  tiles,  and  clay,  hi.  per  ton  per  mile. 

For  grain,  timber,  general  merchandise,  and  all  other  articles,  lid.  per  ton  \  er  mil  \ 


APPENDIX. 


227 


Tolls  on  the  Chesterfield  Canal. 

Clause  265 — 12  axd  13  Victoria,  Chapter  86. 

General  merchandise,  grain,  timber,  and  iron,  Id.  per  ton  per  mile. 

Coal,  Id.  per  ton  per  mile,  then  free. 

Coal  going  into  Trent  beyond  Stockwith,  3s.  6d.  per  ton  gross. 

Drawback  of  2s.  per  ton  on  all  coal  delivered  into  Trent. 

Drawback  of  2s.  6d.  on  all  coal  going  coastwise,  or  beyond  seas. 

Stone,  l$d.  per  ton  per  mile  for  20  miles,  then  free. 

Manure,  id.  per  ton  per  mile. 

Stairforth  and  Keadby  Canal. 

For  coal,  culm,  charcoal,  road  materials,  manure,  lime,  and  limestone,  id.  per  ton 
per  mile. 

For  iron,  slate,  stone,  bricks,  tiles,  and  clay,  Id.  per  ton  per  mile. 

For  grain,  timber,  general  merchandise,  and  all  other  articles  not  before  enumerated, 
lid.  per  ton  per  mile. 

The  following  tables,  marked,  respectively,  A  and  B,  are  taken  from  the  second  re- 
port of  the  Parliamentary  commission  on  Irish  railways: 

Table  A. — Showing  the  excess  of  expenditure  {including  payments  to  companies  and  interest 
on  borrowed  money)  over  receipts,  or  of  receipts  over  expenditure,  from  1835  to  1867,  on 
railways  worked  by  the  state  in  Belgium. 


Year. 

M 

~* 

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a 
s 

H 

o 

">   2 

©  3 

£~ 

c3  O 

a  a 
a  * 
a  ® 
< 

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a  2 
a 
a 
-A 

Year. 

•6 

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a 

(-1 

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1| 

ci  © 

2  p- 

O  H 

a  » 
< 

o 

BQ 
®  . 

m  a, 

is 

0 

a 
■4 

1835  

Miles. 
9 
22 
56 
125 
169 
201 
211 
247 
300 
347 
347 
347 
347 
369 
387 
387 
387 

£4,  247 

1852 

Miles. 
387 
391 
395 
404 
442 
462 
463 
463 
463 
464 
464 
464 
464 
464 
490 
535 

£28,  781 
84,  306 

1836  .. 

£o,  728 

1853 

1837 

34,  518 

27,  486 

49,  071 

93,  331 

239,  530 

131,  548 

141,  725 

65,  383 

43,  240 

34,  581 

84,  692 

151, 146 

05,  628 

82,  218 

12,  915 

18!vl 

150, 414 
144,  361 
67,  009 

1838 

llR53 _  _  ...  

1839  . 

1856 

1840  . 

1857 

110, 373 

1841 

1858 

1859 

155,  245 
175, 187 

1842 

1843 

I860 

256,  669 

1844 

1861 

327,  688 

1845 

1862 

339,  953 

1846 

1863 

329, 255 

1847  . 

1864 

374, 485 

1848 

1865 

344,  792 

1849... 

1866 

209,  959 

1850  .. 

1867 

183,  622 

1851 

Total 

2,  807, 228 

Total 

1,  261,  265 

APPENDIX. 

IE  B. — Showing  the  reduction  on  fourth-class  goods  from  the  scale  of  1856  to  the  scale  of 

February  1,  1868. 


Belgian  fourth-class  goods. 

Distances. 

p 

c 

•  - 
MP 

U 

o 
II 

bl  P 

u 

i 

3,2 

S 

0 

£^ 

§  g 
o 

An 

Charge  per  ton 
per   mile    in 
1868,     includ- 
ing terminals. 

«.     rf. 
1     11 

3  2 

4  4 

5  7 

6  9 

8  0 

9  2 

10  5 

11  7 

12  10 

1  7 

2  5 

3  2 
3      7 

3  9 

4  0 
4      2 
4      5 
4      7 
4     10 

s.  d. 
0    4 

0  9 

1  2 

2  0 

3  0 

4  0 

5  0 

6  0 

7  0 

8  0 

Perct. 
17 
24 
27 
36 
44 
50 
55 
58 
60 
62 

d. 

1.27 

.93 

.83 

62  miles 

.69 

.59 

.51 

108  miles 

.46 

.43 

139  miles 

.40 

.37 

LETTER  FROM  THE  UNITED  STATES  INSPECTORS  OF  STEAM- VESSELS  AT 
CINCINNATI,  IN  REGARD  TO  THE  NAVIGATION  OF  THE  OHIO  RIVER. 

Office  of  United  States  Local  Inspectors  of  Steam-Vessels, 

Cincinnati,  Ohio,  September  2,  1873. 

Sir:  In  compliance  with  verbal  request  made  by  you  on  the  26th  ultimo,  we  submit 
the  following  in  regard  to  the  suspension  of  navigation  on  the  Ohio  River,  by  both 
low  water  and  ice. 

During  the  ten  years  from  1863  to  1872,  inclusive,  there  has  been  120  days  when  the 
larger  class  of  steamboats  could  not  navigate  on  account  of  low  water,  viz:  in  the 
year  1863,  45  days;  in  1864,  17  days;  in  1867,  24  days;  in  1871,  25  days;  and  in  1872, 
9  days,  making  a  total  of  120  days.  During  that  period  the  smaller  class  of  steamers 
were  not  compelled  to  suspend  navigation  entirely,  but  they  could  not  be  loaded  to 
their  capacity  while  so  navigating. 

During  that  period  there  were  249  days  when  the  water  was  4  feet  and  under  in 
depth;  the  lowest  depth  was  2  feet  4  inches;  the  average  depth  under  4  feet  was  3+ 
feet;  the  water  was  3  feet  and  under  for  a  period  of  73  days,  thus  suspending  naviga- 
tion in  a  great  degree. 

While  navigating  at  such  a  stage  of  water  the  expense  of  freight  and  passage  is  at 
least  33  per  cent,  higher  than  when  there  is  a  great  stage  of  water,  say,  from  6  to  9 
feet. 

The  largest  class  of  steamers  have  a  carrying  capacity  of  from  1,000  to  1,600  tons, 
and  the  average  draught  is  as  follows:  When  loaded,  9  feet;  when  light,  3^  feet. 

There  is  a  smaller  class  of  steamers,  of  capacity  between  400  and  600  tons,  whose 
average  draught  loaded  is  6  feet,  and  when  light  2  feet.  A  still  smaller  class  of  ves- 
sels of  from  200  to  400  tons,  whose  average  draught  loaded  is  4  feet,  and  when  light, 
li  feet,  but  the  smallest  vessels  in  extreme  low  water  are  compelled  to  tow  lighters 
to  facilitate  their  passage  over  bars. 

During  the  years  1863  and  1872,  inclusive,  navigation  has  been  totally  suspended  by 
reason  of  ice  for  a  period  of  180  days.     During  the  winter  of  1872  and  1.^73  there  was  a 
suspension  of  about  30  days.     There  has  been  an  average  suspension  by  ice  of  about 
two  weeks  in  each  year. 
Very  respectfully, 

H.  H.  DEVENNY, 
C.  W.  FISHER, 
United  States  Local  Inspectors. 

R.  H.  Stephenson,  Esq., 

Surveyor  of  Customs,  Cincinnati,  Ohio. 


APPENDIX. 


22£ 


<s 


rSj     t*< 


•TC»ox 

428,  321 

15,528,984 

34,  487,  205 

5,  985,  954 

890,  009 

768,  769 

16,  603 

4,  399 
59,  683 

4,  862,  400 

3,211 

4,100 

27,  728 

2,  894,  510 

389 

1,  312 

698 

341 

38,  489 

4,266 

105,  650 

1,  506,  700 

185,  000 

900,  000 

127,  500 

199 

254 

5,  648 
4,600 

17,751 

17,  353 
554 

7,086 

18,  761 

6,  323 
1,394 

261,  973 
113, 144 

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41,  337 

1,  647,  263 

2,  664,  542 
428  403 

61,  009 

128,  653 

1, 133 

439 

10,179 

727,  350 

260 

1,241 

4,  829 

40, 100 

60 

131 

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1,877 

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10,  206 

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54,  339 

3,  263,  902 

6,  420, 158 

1,  507,  094 

103,  443 

470,  568 

473 

360 

12,  958 

1, 149,  010 

866 

1,271 

5,382 

918,  650 

33 

299 

10 

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3,726 

212 



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32 

943 

402 

564 

4,  281 

47 

778 

3,  776 

738 

45 

59,011 

11,  942 

•jaqniQ^dag 

56,  663 

4,  205,  776 

3,  641,  045 

201, 164 

128,  227 

150,  063 

1,843 

723 

7,862 

1,  981,  295 

855 

124 

4,  214 

727,  660 

1 

108 

426 

22 

3,  171 

1,612 

8,000 

140,  000 

50,  000 

98 

30 

801 

851 

6,918 

2,382 

77 

654 

1,045 

631 

59 

40,  880 

9,969 

■^snSny 

66,  367 

2,  09::,  400 

6,  213,  981 

609,  223 

101,  338 

2,055 

424 

7,287 

581,185 

152 

86 

3,  020 

373,  000 

22 

150 

48 

66 

5,465 

928 

60, 180 

555,  700 

40,  000 

37 

3 

685 

741 

7,405 

2,415 

119 

1,750 

2,000 

689 

308 

36,  853 

16,  508 

•A«r 

69,  270 

1, 119,  941 

5,  600,  510 

1,088,278 

47,  644 

7,153 

1,  649 

630 

5,  399 

65,  430 

214 

309 

2,660 

200,  700 

16 

104 

30 

41 

5, 198 

873 



©  © 
©  © 
©  © 

irf*o 

CO  © 

15,  000 

6 

85 

669 

796 

930 

1,080 

31 

1,174 

2,175 

764 

315 

31,721 

17,  344 

•annp 

69.  585 

1, 184,  248 

4,  566,  847 

1,  307,  452 

179,  913 

12,  032 

5,  090  < 

855 

8,195 

49,  060 

247 

515 

3,  825 

486,  700 

215 

467 

29 

12 

6,553 

483 

37,  500 

209,  000 

15,  000 

40,  500 

1 

6 

771 

849 

1,  111 

968 

280 

855 

2,529 

794 

163 

29,  512 

19,  693 

'^BK 

69,  330 

1,  823,  310 

4,  082,  589 

771,  664 

68,  435 

300 

3,300 

908 

7,009 

276,  830 

504 

453 

3,000 

140,  200 

36 

53 

51 

168 

4,398 

112 



©  ©  © 
©  o  © 
©  ©  © 

r>~©~©~ 

UO  CI  © 

39 

1,052 

536 

509 

1,764 

1,361 

3,359 

922 

439 

30,  800 

22,  425 

UO-*  t>  t- 
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26,  240 

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APPENDIX. 


TONNAGE  OF  THE  PRINCIPAL  AND  OTHER  ARTICLES  SHIPPED  EAST  FROM  CHICAGO 
DURING  THE  YEAR  1873,  OX  THE  LAKE  SHORE  AND  MICHIGAN  SOUTHERN  RAIL- 
WAY, THE  MICHIGAN  CENTRAL  RAILROAD,  THE  PITTSBURGH  UoRT  WAYNE 
AND  CHICAGO  RAILWAY,  AND  THE  PITTSBURGH,  CINCINNATI  AND  SAINT  LOUIS 
RAILWAY,  COMPUTED  FROM  DATA  IN  THE  LAST  REPORT  OF  THE  CHICAGO  BOARD 
OF  TRADE. 


Articles. 


Flour barrels . . 

Wheat bushels . . 

Corn do 


Oats. 
Rye 


.do... 
.do.. 


Quantities. 


Barley do 

Beans do 

Seeds pounds.. 

Mill  stuff  and  feed do 

Fresh  provisions do 

Beef barrels . . 

Cured  meats pounds.. 

Pork barrels . . 

Lard pounds. . 

Tallow do.... 

Grease do 

Stearin  e do 

Cheese do.... 

Butter do 

Dressed  hogs number.. 

Live  hogs do 

Cattle do 

Sheep do 

Horses  and  mules do 

Hides pounds.. 

High-wines,  liquors,  ale,  and  beer barrels. . 

Alcohol do 

Coal tons.. 

Iron-ore pounds.. 

Silver-ore do 

Pig-iron do 

Stone , cubic  yards.. 

Lime  and  cement barrels.. 

Lead pounds . . 

Iron  and  nails do 

Wool do 

Broom-corn do 

Potatoes bushels . . 

Hay ._. tons . .  [ 

Hops pounds..1 

Empty  barrels number..] 

Salt  .." barrels.. 

Fish packages..! 

Eggs do 

Oil-cake pounds.. ; 

Oil ■ barrels.. 

Furs  and  pelts '. pounds . . 

Tobacco do I 

Machinery  and  wagons do [ 

Green  and  dried  fruits packages.. 

Sugar  and  molasses do 

Tea pounds.. 

Cotton do I 

Bullion do 

Lumber feet..i 

Shingles number..! 

Laths do 

Staves  and  headings do 

Merchandise  and  sundries pounds.. 

Total  tonnage 


1,  773,  467 

8, 149,  209 

2, 194,  561 

9,  599,  635 

'-'42.  553 

2, 225,  733 

2,665 

18,  351,  247 

37, 191,  284 

17,  730, 187 

28,  939 

328,  725.  491 

128,  610 

84,  203,  888 

11,148,873 

1,  822.  674 

695,  068 

352,  772 

11,  919,  283 

193,  225 

2, 179,  439 

511,  052 

105,  812 

17,  715 

28,  539,  201 

104,  642 

20,  408 

3,  7.35 

2, 465,  662 

8,  211,  955 

3,  618,  000 

3,357 

1,456 

15,  292.  939 

23, 123,  691 

32,  506,  743 

4,  995,  015 
177,  252 

3,  333 

452,  348 

15,  016 

3.740 

7,851 

45,  994 

13, 198,  426 

8,796 

313,  849 

4,  334,  132 

1, 136,  445 

1,034 

5,  053 

1,  572,  649 

21.310 

11,  736.  490 

52,  823,  000 

34,  299,  000 

7,  780,  000 

23,  000 

318,  549, 153 


Tons. 


177,  346.  7 
424, 476 
61, 447.  7 
152,  954 
6,791 
53, 417 
80 
9, 175.  6 
18,  595.  6 
8,  865. 1 

4.  774.  9 
164,  362.  7 

21,  220.  6 
42, 1C1.  9 

5,  574.  5 
911.3 
347.5 
176.3 

5,  959.  6 
11,  322.  5 

196, 199.  5 

316,  631.  2 

4,497 

7,  881.  7 

14,  269.  6 

18,  808.  5 

3,673 

3,  7.35 

1,  232.  8 
4, 105.  9 
1,809 

6,  797.  5 
236.6 

7,  646.  4 
11,  561.  8 
16,  253.  3 

2,  497.  5 

5.  317.  5 
3,333 

226.1 

450.  4 

561 

1, 177.  6 

1,  839. 7 

6,  599.  2 
1,  759.  2 

156.9 
2,167 
568.2 
93 
3,530 
786.3 
10.6 

5,  868.  2 
66,  103.  7 

6,  002. 3 
778 

57.  5 
159,  274.  5 


2,  054,  416. ' 


AJTEXDIX. 


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A1TEXDIX. 


Statement  of  the  tons  of  property  moved  on  the  Erie,  Champlain,  and  Oswego  Canals — 1837 

io  1872,  inclusive. 


Tears. 


Erie.        Champlaiu. 


1637 
1838 
1839 
1840 

.1841 
1642 
1843 
1844 
1845 
1848 
1647 
1848 
■1849 
1850 
185  L 

Z1852 
1853 
1854 


667,  151 

744,  848 

845,  007 

829,  960 

906,  442 

712,  310 

819,  216 

945,  944 

1,  038,  700 

1.  264,  4(  (8 

1,  661,  575 

1,  599,  965 

1,  622,  444 

1,  635,  089 

1,  955, 265 
2, 129,  334 

2,  196,  308 
2,  224,  008 


261,  659 
266,  553 
263,  552 
245,  229 
276,  418 
230,  844 

262,  212 
269,  546 
266,  922 
280,  480 
313, 124 
293,  889 
321,  345 
460,  219 
513,  793 
531,  001 
608,  354 
602,  913 


161,  353 
222, 697 
221,  014 
219,  627 
135  689 
129,  498 
240,  571 
326,  607 
340,  481 
351,511 
441,  096 
490, 147 
557,  637 
583,  346 
676,  321 
684, 191 
761,  276 
611,  533 


Years. 


1855... 
1856... 

]>:.;... 

1858... 
1859... 
1860... 
1861... 
1862... 
1863... 
1864 . . . 
1865... 
1866... 
1867... 
1868... 
1869... 
1870... 
1871... 
1872... 


Erie.   Chaniplain. 


2,  202,  463 
2, 107,  678 
1,  566,  624 
1,  767,  004 

1,  753.  954 

2,  253,  533 

2,  500,  782 

3,  204,  277 
2,  955,  302 
2,  535,  792 
2,  523,  490 
2,  896,  027 

2,  920,  578 

3,  346,  986 

2,  845,  072 

3,  083, 132 
3,  580,  922 
3,  562,  560 


537, 108 

611,610 

547,  236 

608,  918 

751,  046 

681, 157 

545,  930 

647,  318 

878,  920 

846,  790 

815,  311 

1,  001,  493 

1,  047,  440 

1, 120,  585 

1,  059,  334 

1, 143,  719 

1,  099,  995 

1, 449,  528 


Oswego. 


654,  399 
657,  381 
605,  218 
688,  960 
612,  39C 

1,  080,  076 
852,  930 

1,  063,  413 
992, 173 
765,  097 
825,  649 
990,  809 
940, 136 
958,  444 
934.  638 
917,  728 
941,  858 
832,  490 


Table  for  the  reduction  of  sterling  money  of  Great  Britain   to  United  States  gold  coin,  under 
act  approved  March  3,  1873,  fixing  the  value  of  the  £  sterling  at  $4.8665. 


[Prepared  by  the  First  Comptroller  of  the  Treasury,  April  1, 1873.1 


O 

1 

2 

3 

4 

5 

6 

7 

S 

9 

1 

4.  8665 

53 

5315 

58 

398 

63.  2645 

68. 131 

72 

9975 

77 

864 

82 

7305 

87.  597 

92.  4635 

•2 

9.  733 

102 

1965 

107 

063 

111. 9295 

116.  796 

121 

6625 

126 

529 

131 

3955 

136.  262 

141. 1285 

:; 

14.  5995 

150 

8615 

155 

7-28 

160.  5945 

165.  461 

170 

3275 

175 

194 

180 

0605 

184.  927 

189.  7935 

4 

19.  466 

199 

5265 

204 

393 

209.  2595 

214. 126 

218 

9925 

223 

s.v.i 

228 

7255 

233.  592 

238.  4585 

5 

24.  3325 

248 

1915 

253 

058 

257.  9245 

262.  791 

•ji;t 

6575 

272 

52  1 

277 

3905 

282.  257 

287. 1235 

<i 

29.  199 

296 

8565 

301 

723 

306.  5895 

311.456 

316 

3225 

321 

189 

326 

0555 

330.  922 

335.  7885 

r 

34.  0655 

345 

5215 

350 

388 

355.  2545 

360. 121 

364.  9875 

369 

R54 

374 

7205 

379.  587 

384.  4535 

s 

38.  932 

394 

1805 

399 

053 

403.  9195 

408.  786 

413 

6525 

418 

519 

423 

3855 

428.  252 

533. 1185 

9 

43.  7985 

442 

8515 

447 

718 

452.  5845 

457.  451 

462 

3175 

467 

164 

472 

0505 

476.  917 

481.  7835 

One  shilling  equals  24^"  cents.     One  penny  equals  'J-1.3,;';  cents. 


o 
1 

2 
3 
4 
5 
6 
7 
8 
9 
10 
11 


6      7 


S      9     10    11    1'2    13    14   15    16    17 

J I    M . i i 


IS    19 


.24  .48 
.26  .50 
.28  .52 
.30  .54 
.32  .56 
.34'  .58 
.36  .60 
.38'  .62 
.4d  .64 
.42  .66 
.44  .68 
.46    ,7ii 


73  . 
75  . 
77  1. 
79  1. 
811. 
831. 
851. 
87  1. 
891. 
911. 
93  1. 
951. 


97  1. 
991. 
011. 
031. 
051. 
071. 
091. 
111. 
13  1. 
151. 
171. 
191. 


211. 
23  1. 
25  1. 
27  1. 
291. 
311. 
33  1. 
35  1. 
371. 
39  1. 
411. 
431. 


46  1.  70  1. 
481.721. 

50  1.  74  1. 
52  1.70  2. 
54  1.  78  2. 
56  1.  80  2. 
58  1.  82  2. 
60  1.  84  2. 
62  1.  86  2. 
64  1.  88  2. 
66  1.  90  2. 
68  1.  92  2. 


94  2. 
96  2. 
98  2. 
00  2. 
02  2. 
04  2. 
06  2. 
08  2. 
10  2. 
12  2. 
14  2. 
16  2. 


19  2. 
212. 
23  2. 
25  2. 
27  2. 
29  2. 
31  2. 
33  2. 
35  2. 
372. 

39 :. 

412. 


43  2.  07  2.  92  3. 
45  2.  69  2.  !I4  3. 
47  2.  712.  no  : i. 
49  2.  73  2.  98|3. 
51  2.  75  3.  00  3. 
53  2.  77  3.  02  3. 
55  2.79  3.04  3. 
57  2.813.  no:;. 
59  2.  83  3.  OS  3. 
61  2  85  3.  10  3. 
63  2.  87  3.  12  3. 
65  2.89  3.14  3. 


16  3.40 
18  3.  42 
20  3. 44 
22  3.  46 
24  3.  48 
26  3.  50 
26  3.  52 
30  3.  54 
32  3.  56 
34  3.  58 
36  3.  60 
38  3.  62 


3.65  3 
3.  67  3. 
3.  69  3 
3.  71  3 
3.  73  3 
3.75  3 
3.  77|4 
3.  794 
3.  81 4 
3.  83  4 
3.  85  4 
3.  87  4 


89  4. 13  4. 
91  4.  15  4. 
93  4.  17  4. 
954.  194. 
97  4.  214. 
mi  1.23  t. 
01  4.  254. 
U0  4.27  4. 
05  4.294. 
07  4.01  i. 
09  4.  33  4. 
11  4.  35  4. 


38  4.  62 
40  4.  64 
42  4.  06 
44  4.  68 
40  4.  70 
48  4  72 
50  4.  74 
52  4.  76 
54  4.  78 
56  4.  80 
58  4.  82 
60  4.  84 


Note. — To  find  the  value  of  any  number  of  pounds  represented  by  one  figure,  find  the  figure  in  the 
left-hand  margin  of  the  upper  t<ible,  and  its  value  will  appear  in  the  column  adjoining,  opposite  that 
figure.  To  find  the  value  when  expressed  by  two  figures,  look  for  the  tois  in  the  left-hand  column,  and 
for  the  units  in  the  top  margin,  and  the  value  will  be  shown  in  tin-  place  where  the  two  columns  meet; 
thus,  the  value  of  57  £  is  $277.3905.  To  find  the  value  of  576  £,  look  for  57  as  before,  and  move  the 
decimal  point  one  place  to  the  right,  and  it  shows  $2.  773.905  ;  then  add 6  -£  as  already  shown,  $29,199,  and 
it  gives  the  sum  of  $2,803,104. 

The  lower  table  shows  the  value  of  every  combination  of  shillings  and  pence  less  than  1  £  ;  the  upper 
margin  representing  the  shilliugs,  and  the  left-hand  margin  the  pence.  Thus  to  find  the  value  of  17 
shillings  and  6  pence,  follow-  the  column  17  downward  until  it  meets  the  left-hand  column  opposite  6, 
and  it  shows  $4.25.  By  this  method  any  number  of  pounds,  shillings,  and  pence  can  be  reduced  to 
United  States  gold  quickly  and  accurately. 


